Revista do CONAPRA - Conselho Nacional de Praticagem - N 0 47 - abr a ago/2017 Brazilian Maritime Pilots Association Magazine - N 0 47 - Apr to Aug/2017

Editorial

"No h fora bruta no mundo que faa reabrir o porto ao trfico negreiro. Palavras determinadas, proclamadas a plenos pulmes pelo prtico
Francisco Jos do Nascimento, o Drago do Mar, em janeiro de 1881. Aps o devido processo legislativo, esse cidado de Aracati, no serto do
Cear, foi reconhecido no dia 18 de julho ltimo como merecedor de ter seu nome gravado no Livro dos Heris da Ptria. Fazer o certo algo
capaz de nos levar a repensar nossos conceitos. Nesse caso, o prtico-mor do porto de Fortaleza liderou uma greve contra as leis do ento Imprio
brasileiro que permitiam a escravido em nossas terras.

fcil associar praticagem com tecnologia e manobras sem acidentes. preciso, no entanto, chegar a um nvel mais elevado de conscincia,
quando a sociedade compreende que existem homens e mulheres que guardam nossos portos e vias navegveis, e deles cuidam no apenas
exercendo leis, mas, mais ainda, que tambm so induzidos, desde o primeiro minuto de seu treinamento, a conseguir o melhor resultado
possvel ao manobrar verdadeiros leviats flutuantes em canais apertados, proporcionando os meios necessrios para que as trocas comerciais por
via martima de uma determinada regio ocorram sem acidentes. E essa a centelha do paradigma mundial da praticagem.

Nesta edio contaremos como foi a visita a Tampa Bay, cuja praticagem tem sido cuidada, durante os trs ltimos sculos, por guardies dos
portos, em papel similar ao da Autoridade Martima brasileira. Teremos tambm uma matria internacional voltada para a tecnologia propulsora
de navios, escrita por nosso colega, o prtico portugus Manuel Casaca. Abordaremos a navegao em lama fluida, motivo de recente reunio
na Diretoria de Portos e Costas, por meio de um artigo publicado na revista da praticagem do Reino Unido e de uma entrevista com o prtico
Siegberto Schenk, da ZP-14. Algumas vezes a praticagem, ao garantir a segurana da navegao, protege verdadeiros patrimnios naturais que at
recentemente eram desconhecidos, caso dos corais da Amaznia, tratados em artigo do senador suplente Josiel Alcolumbre.

Para continuar no rumo certo buscamos sempre a melhor informao para nossos leitores. Gostaramos de conhecer opinies, crticas e elogios
sobre nossas matrias, pelo email rumos@conapra.org.br

Boa leitura a todos!

Ricardo Falco, editor de Rumos Prticos

"No brute force in the world would make this port open to slave trade. Determined words, proclaimed at the top of his voice by pilot Francisco Jos
do Nascimento, the Sea Dragon, in January 1881. Three years after the due legislative process, this citizen from the town of Aracati in the arid lands
of Cear state, was honored on July 18th this year as deserving to have his name engraved in the "Book of National Heroes of Brazil". Doing the right
thing is something that can make us rethink our ideas. In this case, the master pilot of the port of Fortaleza led a strike against the laws of what was
then the Brazilian Empire, which permitted slavery in its territory. And he remained resolute, even with the arrival of the 11th Battalion of the Brazilian
Army and its two thousand armed troops, refusing any attempt to embark and, as a result, Cear was the first Brazilian state to abolish slavery, four
years earlier than the Aurea Act.

It is easy to associate pilotage with technology and accident-free maneuvers. We must, however, achieve a higher level of consciousness, when
society understands that there are men and women who safeguard and care for our ports and navigable waterways. They not only uphold the laws
but even more so are also instilled, right from the start of their training, to achieve the best possible result, to maneuver floating giants in narrow
channels, providing the necessary means for accident-free maritime trade in some regions. And this is the spark for the global pilotage paradigm.

In this edition we will talk about the visit to Tampa Bay, where its pilotage has been nurtured for the last three centuries by port wardens, in a role
similar to that of the Brazilian maritime authority. We will include an international article focusing on shipping technology, written by our Portuguese
colleague, pilot Manuel Casaca. We will also discuss navigation in fluid mud, the reason for a recent meeting at the Directorate of Ports and Coasts,
based on an article published in the UK pilotage magazine and an interview with pilot Siegberto Schenk from PZ-14. Sometimes pilotage, when
guaranteeing shipping safety, protects genuine natural heritage that until recently was unknown, such as, for example, the Amazon coral reefs,
described in an article by substitute senator Josiel Alcolumbre.

To continue sailing in the right direction, we always seek the best information for our readers. Please give us your opinions, criticism and praise
regarding our topics, by contacting us through our email rumos@conapra.org.br

Enjoy your reading!

Ricardo Falco, editor of Rumos Prticos

CONAPRA Conselho Nacional de Praticagem
CONAPRA 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
www.conapra.org.br

diretor-presidente director president

Gustavo Henrique Alves Martins

diretores directors
Joo Bosco de Brito Vasconcelos

17
Marcus Vinicius Carneiro Gondim
Porthos Augusto de Lima Filho
Vitor Cabral Turra
Revista do CONAPRA - Conselho Nacional de Praticagem - Ano XV - N0 40 - fev a mai/2014 Brazilian Maritime Pilots Association Magazine - Year XV - N0 40 - Fev to May/2014

diretor / vice-presidente da IMPA

director / vice-president of IMPA Drago do Mar entra para
Ricardo Augusto Leite Falco
o Livro dos Heris da Ptria
planejamento planning
Ricardo Augusto Leite Falco / The Sea Dragon enters the Book
Flvia Pires / Claudio Davanzo of National Heroes of Brasil
edio editor
Ricardo Augusto Leite Falco

redao writer
Eloyza Guardia (jornalista responsvel)

21
(journalist in charge) MTb/RJ 12.616

reviso revision
Maria Helena Torres
Aglen McLauchlan Tampa Bay Pilots
verso translation Port Wardens
Elvyn Marshall

projeto grfico e design

layout and design
Katia Piranda

pr-impresso / impresso
pre-print / printing
DVZ/Davanzzo Solues Grficas

32
capa cover
foto / photo: Peter Glynn
foto detalhe / photo detail: Ricardo Falco

Fronteiras da Amaznia A odissia

de um jovem capito-tenente
na regio mais misteriosa
Paper produced from responsible sources e fascinante do Brasil
As informaes e opinies veiculadas
nesta publicao so de exclusiva Amazon Frontiers The odyssey of
responsabilidade de seus autores. a young lieutenant commander in
No exprimem, necessariamente,
pontos de vista do CONAPRA. the most fascinating and
The information and opinions expressed mysterious region of Brazil
in this publication are the sole responsibility
of the authors and do not necessarily
express CONAPRAs viewpoint.
 ndice
index

6
ED KINGDO
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AND

ATIO N
M A R I TI
UNI

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APRIL 2008 No.293

CI
E

O
The official organ of the United Kingdom Maritime PilotsAssociation PIL S
OTS AS
Editorial
The last year has seen several inves- SQUAT - Part 2
tigations into incidents involving pilots and
one factor emerging is that frequently there Mud navigation and negative under keel clearance
has not been a clear communication
Whilst wading through the various documents to produce the article on squat in the

Navegao em lama e folga negativa abaixo da quilha

between the Pilot and Master as to the
January issue, I came across several references to the linked topic of muddy water
intended passage / manoeuvre. In most
navigation and the concept of negative under keel clearance (UKC).
cases the paperwork exchange has been
I must admit that until I read the research I had no understanding of this form of
correctly undertaken but the arrival of
navigation and felt that it must be another theoretical area of research with no feasible
Voyage Data Recorders (VDR) means that
practical application because we have enough trouble presenting masters with passage
conversations between the Master and pilot
plans using minimum UKC and would therefore have no chance trying to explain to
prior to an incident can be replayed and
a stressed out Captain that the passage plan would involve navigating through areas
examined and these are revealing that
where the draft would be greater than the charted depth!! However, there are several
frequently the exchange is limited to ticking
ports where the liquid mud in suspension is sufficiently fluid to be navigable and the
boxes with little or no elaboration on
difference between the echo sounder depth and the solid mud depth can be
detail. If the Master doesnt ask for details
considerable and there is therefore a commercial advantage to be gained by accurately
and the bridge team takes little interest in
measuring the navigable mud layer. The depth where the navigable mud becomes non
the passage then the scene is set for an
navigable is called the Nautical Bottom. One major port where this phenomena is

Mud navigation and negative under keel clearance

incident resulting from single person
present is Zeebrugge and it is therefore in Belgium where most research has been
error. The increasing fitting of VDRs
undertaken. As with squat, the maths and physics are complex and the following is
means that pilots must adopt a professional
therefore an attempt to de-mystify the concept.
attitude and, in addition to ticking boxes
on forms, should explain to the Captain all
relevant information for a passage and
encourage dialogue. In turn the Captain has
a duty to expand upon the information
contained on the pilot card. When it comes
to manoeuvring on or off a berth it must be
clear who is undertaking the manoeuvre
and even if the Master is handling the ship
the pilot has a duty to fully apprise him of
his local knowledge regarding tidal effects,
other traffic movements etc and monitor

14
Navegao em lama fluida no Brasil
the manoeuvre. Regardless of who is
handling the ship both the master and pilot
should be clear as to how the manoeuvre
will be undertaken to ensure the safest
outcome.
Following the Cosco Busan allision with
the Bay Bridge in San Francisco the conduct
of pilots is being examined in detail and a
timely article by Rotterdam pilot, Margriet
Torpstra, on page 11 expands on this topic
and its content should be noted by all Navigable mud can open the operational window for port operations. Photo JCB
pilots.
In addition to this article, Margriet
In This Issue Pension News

Navigation in Fluid Mud in Brazil

Torpstra, has also produced two training Debbie Marten
DVDs on the Master/Pilot relationship in To be a Pilot David Raddings
association with the Dutch shipping group Editorial: John Clandillon-Baker Civil & Criminal Liabilities Barrie Youde
Vroon BV (see review on page 14). Squat - Part 2 JCB Master/Pilot Relationship Magriet Torpstra
John Clandillon-Baker FNI Squat (Part 1) Revisited JCB Obituaries
Email: john@pilotmag.co.uk Tyne Pilots - End of an Era JD Marshall Letter to the Editor Mike Barratt
Canterbury Gate House, Ash Road Technical & Training Gareth Rees DVD Review JCB
Sandwich, Kent CT13 9HZ

18
Conhecendo os Rotor Ships
Rotor Ships

28
Escada de quebra-peito na berlinda
Pilot ladder in the spotlight

34 Os corais amaznicos
The Amazon coral reefs
 navegao
shipping
Navegao em lama e folga
negativa abaixo da quilha
Ao explorar o material de pesquisa na produo de outro artigo,
deparei-me com diversas referncias ao tpico navegao em
lama fluida e ao conceito de folga negativa abaixo da quilha
(UKC negativa).
Devo admitir que, at surgir a oportunidade de ler a pesquisa, eu
no tinha entendimento algum sobre essa forma de navegao e
achava que deveria se tratar de mais um teoricismo sem a menor
possibilidade de aplicao prtica, uma vez que j temos pro-
blemas suficientes ao apresentar planos de manobra envolvendo
navegao com UKC mnima e, portanto, no teramos a menor
chance ao tentar explicar a um comandante estressado pelo
trabalho que o plano de manobra envolveria navegao em reas
em que a profundidade registrada na carta nutica seria menor
do que o calado do navio! Existem, no entanto, diversos portos
em que a lama em suspenso suficientemente fluida para ser
navegvel, e a diferena entre a profundidade registrada pelo
ecobatmetro e a delimitada pela camada de lama slida
considervel, havendo, portanto, uma vantagem comercial em se
determinar com preciso a camada de lama navegvel. O nvel de
profundidade em que a lama navegvel se torna no navegvel
denominado "fundo nutico". Um dos principais portos em que
esse fenmeno ocorre o de Zeebrugge; portanto, na Blgica
que a maior parte dessas pesquisas tem sido conduzida. Quanto ao
squat, sua matemtica e fsica so bastante complexas, e o que
vem a seguir um esforo para a desmitificao do conceito.
fotos/ photos : John Clandillon-Baker
A LAMA NAVEGVEL PODE AMPLIAR A JANELA OPERACIONAL NOS PORTOS
NAVIGABLE MUD CAN OPEN THE OPERATIONAL WINDOW FOR PORT OPERATIONS
O conceito de fundo nutico foi introduzido para avaliar a
viabilidade da navegao em reas com fundo de lama, e em
1997 a Associao Internacional Permanente dos Congressos de
Navegao (Permanent International Association of Navigation
Congresses Pianc) formalizou a seguinte definio:
6
IT
ED KINGDO
N
WE
M
TED ST
U
AND
ATIO N
M A R I TI
UNI
ALL
DIV
ID
ED WE F
APRIL 2008 No.293
CI
E
O
The official organ of the United Kingdom Maritime PilotsAssociation PIL S
OTS AS
Editorial
The last year has seen several inves- SQUAT - Part 2
tigations into incidents involving pilots and
one factor emerging is that frequently there Mud navigation and negative under keel clearance
has not been a clear communication
Whilst wading through the various documents to produce the article on squat in the
between the Pilot and Master as to the
January issue, I came across several references to the linked topic of muddy water
intended passage / manoeuvre. In most
navigation and the concept of negative under keel clearance (UKC).
cases the paperwork exchange has been
I must admit that until I read the research I had no understanding of this form of
correctly undertaken but the arrival of
navigation and felt that it must be another theoretical area of research with no feasible
Voyage Data Recorders (VDR) means that
practical application because we have enough trouble presenting masters with passage
conversations between the Master and pilot
plans using minimum UKC and would therefore have no chance trying to explain to
prior to an incident can be replayed and
a stressed out Captain that the passage plan would involve navigating through areas
examined and these are revealing that
where the draft would be greater than the charted depth!! However, there are several
frequently the exchange is limited to ticking
ports where the liquid mud in suspension is sufficiently fluid to be navigable and the
boxes with little or no elaboration on
difference between the echo sounder depth and the solid mud depth can be
detail. If the Master doesnt ask for details
considerable and there is therefore a commercial advantage to be gained by accurately
and the bridge team takes little interest in
measuring the navigable mud layer. The depth where the navigable mud becomes non
the passage then the scene is set for an
navigable is called the Nautical Bottom. One major port where this phenomena is
incident resulting from single person
present is Zeebrugge and it is therefore in Belgium where most research has been
error. The increasing fitting of VDRs
undertaken. As with squat, the maths and physics are complex and the following is
means that pilots must adopt a professional
therefore an attempt to de-mystify the concept.
attitude and, in addition to ticking boxes
on forms, should explain to the Captain all
relevant information for a passage and
encourage dialogue. In turn the Captain has
a duty to expand upon the information
contained on the pilot card. When it comes
to manoeuvring on or off a berth it must be
clear who is undertaking the manoeuvre
and even if the Master is handling the ship
the pilot has a duty to fully apprise him of
his local knowledge regarding tidal effects,
other traffic movements etc and monitor
the manoeuvre. Regardless of who is
handling the ship both the master and pilot
should be clear as to how the manoeuvre
will be undertaken to ensure the safest
outcome.
Following the Cosco Busan allision with
the Bay Bridge in San Francisco the conduct
of pilots is being examined in detail and a
timely article by Rotterdam pilot, Margriet
Torpstra, on page 11 expands on this topic
and its content should be noted by all
Navigable mud can open the operational window for port operations. Photo JCB
pilots.
In addition to this article, Margriet
Torpstra, has also produced two training In This Issue Pension News Debbie Marten
To be a Pilot
DVDs on the Master/Pilot relationship in David Raddings
association with the Dutch shipping group Editorial: John Clandillon-Baker Civil & Criminal Liabilities Barrie Youde
Vroon BV (see review on page 14). Squat - Part 2 JCB Master/Pilot Relationship Magriet Torpstra
Squat (Part 1) Revisited JCB Obituaries
John Clandillon-Baker FNI
Email: john@pilotmag.co.uk Tyne Pilots - End of an Era JD Marshall Letter to the Editor Mike Barratt
Canterbury Gate House, Ash Road Technical & Training Gareth Rees DVD Review JCB
Sandwich, Kent CT13 9HZ
Mud navigation and negative
under keel clearance
Whilst wading through the various documents to produce this
article, I came across several references to the linked topic of
muddy water navigation and the concept of negative under keel
clearance (UKC).
I must admit that until I read the research I had no understanding
of this form of navigation and felt that it must be another
theoretical area of research with no feasible practical application
because we have enough trouble presenting masters with
passage plans using minimum UKC and would therefore have no
chance trying to explain to a stressed out Captain that the
passage plan would involve navigating through areas where
the draft would be greater than the charted depth! However,
there are several ports where the liquid mud in suspension is
sufficiently fluid to be navigable and the difference between the
echo sounder depth and the solid mud depth can be considerable
and there is therefore a commercial advantage to be gained by
accurately measuring the navigable mud layer. The depth where
the navigable mud becomes non navigable is called the "Nautical
Bottom". One major port where this phenomenon is present is
Zeebrugge and it is therefore in Belgium where most research has
been undertaken. As with squat, the maths and physics are
complex and the following is therefore an attempt to de-mystify
the concept.
To asses the feasibility of navigation in muddy navigation areas
the "nautical bottom" concept was introduced and in 1997 the
Permanent International Association of Navigation Congresses
(PIANC) formalised the following definition:

O fundo nutico o nvel em que as caractersticas fsicas
do leito estabelecem um limite crtico, a partir do qual
qualquer contato com a quilha do navio poder resultar
em avarias ou efeitos inaceitveis sobre a controlabilidade
ou manobrabilidade.
Essa definio um pouco vaga, pois existem tantos tipos de
navios, que o limite crtico considerado para um graneleiro
carregado pode no causar qualquer efeito adverso sobre um
porta-contineres de formas finas. Felizmente, ao examinar
detalhadamente os diferentes tipos de navios, pesquisadores
concluram que o fator mais importante a densidade da lama em
suspenso e assim estabeleceram que a densidade de 1.200kg/m3
pode ser navegada com segurana por qualquer navio. Ainda
assim, apesar de ser possvel determinar o fundo nutico pela
densidade, sua eficcia como parmetro crtico de segurana
depender da capacidade de monitoramento contnuo da
densidade da camada de lama e de conhecimento detalhado
sobre o comportamento dos navios em reas de fundo de lama, o
que tem sido desenvolvido por meio de provas em tanques,
modelagem matemtica, simulaes e experimentaes ao vivo
envolvendo principalmente os prticos de Zeebrugge. As
informaes a seguir apresentam trechos de publicaes de
diferentes instituies encontradas na internet, com destaque para:
Marc Vantorre: Universidade de Ghent, IR04 Diviso de
Tecnologia Martima
Michael J. Briggs: Laboratrio de Estudos da Costa e de
Hidrulica (Coastal and Hydraulics Laboratory), engenheiro do
Exrcito dos EUA, Centro de Pesquisa e Desenvolvimento
Klemens Uliczka: Instituto de Engenharia e Pesquisa das
Hidrovias Federais (Federal Waterways Engineering and Research
Institute), Hamburgo
Pierre Debaillon: Centre dtudes Techniques Maritimes et
Pluviales
DEFINIES DE PROFUNDIDADE EM REAS
DE FUNDO DE LAMA
PROFUNDIDADE HIDRODINMICA
O nvel exato da interface entre a lama fluida mvel e a lama
estacionria.
PROFUNDIDADE PARAMTRICA
O nvel de profundidade determinado por alguns parmetros mate-
riais, como resistncia do alvo, resistncia ao cisalhamento, etc.
PROFUNDIDADE OPERACIONAL
A profundidade de um parmetro especfico em relao a alguma
atividade, como a navegao.
Em reas cujo fundo de lama for slido, essas trs definies
coincidiro.
navegao
shipping
The nautical bottom is the level where physical characteristics
of the bottom reach a critical limit beyond which contact
with a ship's keel causes either damage or unacceptable
effects on controllability and manoeuvrability.
This definition is somewhat vague in that there are so many
different ship types that what may be a critical limit for a laden
bulk carrier might have no adverse effect on a fine lined
containership. Fortunately the researchers have examined different
ship types in detail and have concluded that the important factor is
the density of the mud in suspension and have established that a
density of 1,200kg/m3 can safely be navigated by all vessels.
However, although the nautical bottom can be established by
density its effectiveness as a safe critical parameter is dependent
upon the ability to continuously monitor the density of a mud layer
and establish a detailed knowledge of ship behaviour in muddy
areas. This has been undertaken by physical tank testing,
mathematical modelling, simulation and live trials mainly involving
the pilots in Zeebrugge. The following information contains
extracts from papers published on the internet by many different
establishments but in particular:
Marc Vantorre: Ghent University, IR04 Division of Maritime
Technology Michael
J. Briggs: Coastal and Hydraulics Laboratory, U.S. Army Engineer
Research and Development Center
Klemens Uliczka: Federal Waterways Engineering and Research
Institute, Harnburg
Pierre Debaillon: Centre d'Etudes Techniques Maritimes Et
Fluviales
DEFINITION OF DEPTHS IN MUDDY AREAS
HYDRODYNAMIC DEPTH
The exact level of the interface between moving muddy water and
stationary mud.
PARAMETRIC DEPTH
The bed level determined by some material parameters e.g. target
strength, shear strength etc.
OPERATIONAL DEPTH
The depth of a particular parameter relevant to some specific
operation e.g. navigation.
In areas where the mud bed is firm these 3 definitions will coincide.
COMPARISON OF NORMAL SOUNDING DEPTH
AND NAUTICAL BOTTOM
As an example of the difference that using the nautical bottom as
opposed to normal sounding bottom can make, The following diagram
shows real data from surveys on the EMS using different sounding
7
 navegao
shipping
ECLUSA NESSERLAND
LOCK NESSERLAND
COMPARAO ENTRE PROFUNDIDADE DE
ECOBATIMETRIA CONVENCIONAL E FUNDO NUTICO
Como exemplo da diferena que pode resultar da utilizao do
fundo nutico em comparao com o fundo determinado pela
ecobatimetria convencional, o diagrama acima mostra dados reais
de levantamentos ecobatimtricos no Rio Ems utilizando diferentes
frequncias de batimetria, com 210Khz sendo o padro para gua
do mar e 15khz para penetrar pela interface 1.200. Os resultados
indicam profundidade navegvel adicional de mais de dois metros
em algumas reas.
reas de navegao com lama
A presena de uma camada de lama fluida no fundo do canal
influencia consideravelmente o comportamento do navio de modo
geral, particularmente o trim e o afundamento paralelo (sinkage).
Dois efeitos tm papel importante:
O campo de presso existente ao redor do casco provoca
ondulaes na interface gua/lama, o que altera a distribuio das
foras verticais ao longo do casco, resultando, por conseguinte, em
afundamento paralelo e trim.
Se a quilha do navio penetrar a camada de lama, a fora
hidrosttica (flutuabilidade) que atua nas obras vivas do casco
aumentar devido maior densidade da lama.
A deformao da interface funo de vrios parmetros, como
velocidade do navio, espessura da camada, densidade e reologia
da lama e UKC (under keel cleara nce folga abaixo da quilha)
inicial em relao interface lama/gua.
O contato entre a quilha do navio e a camada de lama depende
principalmente da UKC, mas pode tambm ser influenciado pelas
ondulaes da interface e pelo afundamento paralelo do navio.
8
FUNDO NUTICO HIDROVIA DO RIO EMS
NAUTICAL DEPHT EMS FAIRWAY
frequencies, with the 210 khz being the standard for sea water and
the 15khz to penetrate through to the 1200 interface. The results
reveal an additional navigable depth of over two metres in places.
Muddy Navigation Areas
The presence of a fluid mud layer on the bottom of a channel has a
significant influence on ship behaviour in general, and sinkage and
trim in particular. Two effects play a dominant role:
The pressure field around the moving hull causes undulations of
the water mud interface that modify the distribution of vertical
forces over the length of the ship and, therefore, sinkage and trim.
If the ship's keel penetrates into the mud layer, the hydrostatic
(buoyancy) force acting on the submerged hull increases due to the
higher density of the mud.
The interface deformation is a function of many parameters, such
as ship speed, layer thickness, mud density and rheology, and the
initial UKC with respect to the mud-water interface.
Contact between the ship's keel and the mud layer depends mainly
on the UKC, but is also influenced by the interface undulations and
the ship's sinkage. As a result, both effects are interrelated. Most
of the information available on this subject is based on experimen-
tal research using models.
Experimental research
One of the major problems for reseach into mud layer navigation is
producing an accurate model for the mud behaviour. Mud behaves
in a complex manner and its characteristics vary with the depth.
The model tests that have been carried out mostly use an artificial
mud layer because it is difficult or even impossible to repeat
several tests under the same natural mud conditions.

Assim, ambos os efeitos esto inter-relacionados. A maior parte
dos dados disponveis sobre o assunto advm de pesquisas
experimentais com modelos.
Pesquisa experimental
Umas das maiores dificuldades inerentes pesquisa sobre navega-
o em camadas de lama a produo de um modelo preciso para
o comportamento da lama. A lama se comporta de maneira
complexa, e suas caractersticas variam com a profundidade.
A maior parte dos testes com modelos at agora realizados tem
utilizado uma camada sinttica de lama devido dificuldade, ou
at mesmo impossibilidade, de diversas repeties do teste sob
iguais condies em lama natural.
Outra dificuldade dos testes com modelos so os efeitos de escala
da lama sinttica em relao ao modelo, o que resultou em novo
programa de pesquisas para o porto de Zeebrugge envolvendo
ensaios cativos de manobrabilidade no tanque raso do Flanders
Hydraulics Research, com simulaes rpidas e em tempo real. A
camada de lama foi simulada por mistura de parafina clorada e
petrleo. A maioria das simulaes foi conduzida com um modelo
de porta-contineres de 6.000TEU, que era na poca o tipo de
navio mais frequente no porto de Zeebrugge. A espessura da
camada de lama variou entre 0,75m e 3m, e a UKC em relao
interface gua/lama variou de -12,2% a 21% do calado.
Ondulaes na interface lama/gua
Um navio com seguimento sobre uma camada de lama fluida
causar perturbaes verticais na interface (ondas internas e
ondulaes). Essas perturbaes sero afetadas pela velocidade
do seguimento, conforme demonstrado no diagrama da pgina 10,
a) em velocidades muito baixas, a interface permanece pratica-
mente inalterada;
b) em velocidades intermedirias, observa-se um afundamento da
interface sob a proa do navio se a camada de lama fluida for
relativamente espessa. Em determinado momento, observa-se
um ressalto hidrulico interno e perpendicular ao eixo longitudinal
do navio. A parte frontal desse ressalto desloca-se para r com
velocidade crescente.
c) em velocidades mais altas, o ressalto interno ou da interface
ocorre a r da popa.
O afundamento paralelo sofrido por um navio na condio de
navegao em fundo de lama diminui medida que a camada
de lama substituda por fundo slido. Isso porque o navio
sente melhor o fundo duro do que a camada de lama, mais
macia e menos densa. Se, no entanto, a camada de lama for
substituda por gua (condies normais sem a camada de lama),
navegao
shipping
Additional problems with model tests are the scaling effects of the
simulated mud with respect to the model and consequently for
the port of Zeebrugge a new research program was initiated,
consisting of captive manoeuvring tests in Flanders Hydraulics
Research shallow water tank using both fast- and real-time
simulation runs. The mud layer was simulated by means of a
mixture of chlorinated paraffins and petroleum. Most runs were
carried out with a model of a 6000 TEU container as this one was
the standard type of vessel for the harbour of Zeebrugge at that
time. Mud layer thicknesses were varied from 0.75m to 3.00m and
the UKC references to the water-mud interface were varied
between -12.2% and +21% of draught.
Mud-water Interface Undulations
A ship navigating above fluid mud layers will cause vertical inter-
face motions (internal waves and undulations) that are influenced
by the ship's forward speed as revealed in the above diagram:
a) At very low speed the interface remains practically undisturbed.
b) At intermediate speed an interface sinkage is observed under
the ship's bow if the fluid mud layer is relatively thick. At a certain
time, an internal hydraulic jump, perpendicular to the ship's
longitudinal axis, is observed. The front of this internal jump moves
aft with increasing speed.
c) At higher speeds, the internal or interface jump occurs behind
the stern.
The sinkage for a ship sailing in a muddy bottom condition is
decreased relative to the condition in which the mud layer
is replaced by a solid bottom. This is because the ship can "feel" the
hard bottom more than the softer, less dense, mud layer. If the mud
layer is replaced by water (normal conditions without a mud layer)
however, the sinkage would decrease relative to the condition with
the mud layer. However, this does not take into account the effect
of extra buoyancy (i.e., mud is denser than water), but this is only
important in very dense mud layers and/or important penetration.
In general, the influence on trim is more important than sinkage
since the mud layer causes the ship to be dynamically trimmed
by the stern over its complete speed range. Thus, the effect of
mud layers on average sinkage is only marginal as trim is much
more important.
Mathematical modelling
Obviously the results of model tank tests could not be immediately
transferred to real ships for trials so the results needed to be transferred
for use in a simulator which meant that mathematical models
needed to be created. There were many complexities involved in
this process and for those of you interested in this aspect of mud
navigation full details can be found in the papers within the links
at the end of this feature.
9
 navegao
shipping
o afundamento paralelo diminuir relativamente condio com a
camada de lama.
No se levou em conta, todavia, o efeito da flutuabilidade extra
(a lama mais densa do que a gua), o que, no entanto, s tem
importncia nos casos de camadas de lama muito densas e/ou de
penetraes considerveis. De modo geral, a influncia sobre o
trim mais importante do que sobre o afundamento paralelo, visto
que a camada de lama far com que o navio tome trim pela popa
ao longo de todo o espectro de velocidade. O efeito que a camada
de lama exerce sobre o afundamento paralelo , portanto, mnimo,
enquanto sobre o trim muito mais importante.
Modelagem matemtica
Evidentemente, no foi possvel transferir de imediato os resultados
dos testes com modelos em tanques de prova para a experimentao
com um navio real. Assim, os resultados tiveram que ser transferidos
para um simulador, e foi necessrio criar modelos matemticos.
Diversas complexidades ocorreram nesse processo. Os interessados
nesse aspecto da navegao em lama podero encontrar mais deta-
lhes sobre as publicaes seguindo os links no final deste artigo.
ZEEBRUGGE: SIMULAES EM TEMPO REAL
O objetivo final da pesquisa foi determinar os reais limites
operacionais para a navegao em lama fluida por meio de
experimentaes ao vivo. Uma vez que em Zeebrugge os prticos
cumprem um papel fundamental na navegao de entrada
e sada, foi necessria a contribuio de sua experincia e
avaliao para o projeto. A partir de uma seleo de condies
de fundo, organizou-se um programa de simulao em tempo real
no simulador de passadio do tipo full mission do Flanders
Hydraulics Research, em Anturpia. Todas as provas foram
realizadas com um navio porta-contineres (comprimento total:
300m; boca: 40,24m; calado: 13,5m) em manobras de entrada
e sada no porto de Zeebrugge.
O programa de simulao foi conduzido levando em considerao
diversos aspectos.
Validao dos modelos matemticos. O navio avaliado
apresentar comportamento realista durante as provas de
simulao? Com o objetivo de avaliar esse aspecto, foram
conduzidas simulaes sobre fundo slido e sobre fundos de
lama, com folga reduzida abaixo da quilha, de acordo com
situaes existentes ou realistas.
Determinao dos limites de controlabilidade. De acordo
com a definio da Pianc, o contato da quilha do navio com o fundo
nutico pode causar efeitos inaceitveis sobre a controlabilidade e
a manobrabilidade. Para avaliar esse aspecto, foi conduzida uma
srie de simulaes em que houve contato entre a quilha do navio
e camadas de lama de maiores densidade e viscosidade.
10
TESTES COM MODELOS DEMONSTRANDO AS CONDIES B & C
MODEL TESTS SHOWING CONDITIONS B & C
ZEEBRUGGE: REAL-TIME SIMULATION RUNS
The final purpose of the research program involved ascertaining the
actual operational limits for mud navigation by means of live trials.
As the pilots play a central role in the navigation to and from
Zeebrugge, the input of their experience and assessment in this
project was required. For a selection of bottom conditions, a
real-time simulation programme was organised with Zeebrugge
pilots at the full mission bridge simulator of Flanders Hydraulics
Research, Antwerp. All runs were carried out with a container ship
(length over all: 300m; beam: 40.24m; draft: 13.5m) calling at
and departing from the harbour of Zeebrugge. The simulation
programme was composed paying attention to several aspects:
Validation of the mathematical models: Would the behav-
iour of the ship assessed be realistic during the simulation runs? In
order to evaluate this aspect, simulations were carried out above a
solid bottom and above muddy bottoms with reduced under keel
clearance, according to existing or realistic situations.
Determination of the limits of the controllability: According
to the PIANC definition, contact between the nautical bottom and
the ship's keel causes unacceptable effects on controllability
and manoeuvrability. In order to make an assessment in these
matters, a series of simulation runs was carried out during which
contact occurred between the ship's keel and mud layers with
higher density and viscosity.
Evaluation of the navigability of mud layers: If it is decided
to determine the nautical bottom by means of a density level
higher than the present 1.15 t/m, the ship's keel will possibly
penetrate into mud layers with reduced density and viscosity. The
ship's behaviour in such conditions was assessed by a series of
simulation runs.
In total, 63 runs were carried out by 15 pilots during 8 days.

Avaliao da navegabilidade das camadas de lama. Caso
se decida determinar o fundo nutico por meio de um nvel de
densidade superior ao atual, de 1,15t/m3, possvel que a quilha
do navio penetre camadas de lama de menor densidade e
viscosidade. O comportamento do navio nessas condies foi
avaliado por meio de uma srie de simulaes.
No geral, 63 simulaes foram conduzidas por 15 prticos durante
oito dias.
Essas manobras so tpicas dos grandes porta-contineres
que fazem escala no porto de Zeebrugge, o que proporcionou
um retorno experincia dos prticos. Alm disso, as provas
de simulao abrangeram amplo espectro de condies
hidrodinmicas (seguimento avante/a r, mquina avante/a r,
ngulos de deriva, razes de guinada...). As caractersticas do
fundo ao longo de toda a rea do porto foram consideradas
constantes durante cada prova.
Pas van het Zand, o canal de acesso ao porto, tem como caracte-
rstica a presena de fortes correntes transversais de mar fora
dos quebra-mares, que podem chegar a 2,5 ns na mar baixa.
Visto que essas correntes afetam consideravelmente o trfego de
entrada e sada de navios em Zeebrugge, foram adotados padres
realistas de corrente no ambiente de simulao.
Todas as manobras foram conduzidas em condies de vento
moderadas e de ocorrncia frequente (SW 4). Condies mais
severas de vento foram aplicadas ao longo de algumas provas.
Dois rebocadores de 45t de trao esttica cada um deram
assistncia; durante algumas provas, aumentou-se a potncia
dos rebocadores.
Avaliao qualitativa das provas de simulao
Foi solicitado a todos os prticos que respondessem a um
questionrio logo aps as provas de simulao, o que resultou
em importante trabalho de avaliao das manobras. A maioria
dos prticos avaliou a qualidade da simulao, com relao ao
comportamento do navio e assistncia dos rebocadores, como
"boa" a "muito boa".
Aps cada prova, foi perguntado ao prtico se seria recomendvel
ou no conduzir a manobra em situao real. Com base nessa
avaliao, as condies foram classificadas como aceitveis,
limtrofes e inaceitveis.
Avaliao das provas de simulao com base nas anlises
Ao considerar os comentrios feitos pelos prticos sobre as
manobras simuladas, chegou-se concluso de que os seguintes
critrios deveriam ser adotados na avaliao da viabilidade do
conceito:
navegao
shipping
These manoeuvres are typical for large container ships calling
at Zeebrugge, so that a feedback to the pilots' experience was
guaranteed; moreover, a broad range of hydrodynamic conditions
(speeds ahead/astern, propeller rpm ahead/astern, drift angles,
yaw rates ...) was covered during the simulation runs. During each
single run, the bottom characteristics were assumed to be constant
over the entire harbour area.
The access channel to the harbour, the Pas van het Zand, is
characterised by strong cross tides beyond the breakwaters and
at low water the rate can be up to 2.5 knots.
As these currents greatly affect the shipping traffic arriving
and departing from Zeebrugge, realistic current patterns were
introduced into the simulation environment.
All manoeuvres were carried out in frequently occurring, moderate
wind conditions (SW 4). During some runs, more severe winds
were applied. Tug assistance was provided by two tugs of 45 ton
bollard pull each; during some runs the available tug power was
increased.
Qualitative evaluation of the simulation runs
All pilots were requested to complete a questionnaire just after
the simulation run; this resulted in very important assessment of the
manoeuvres. The majority of the pilots considered the simulation of
the ship's behaviour and tug assistance to be "good" to "very good".
After each run, the pilot was asked whether it would be advisable
to carry out the manoeuvre in reality. Based on this assessment,
the conditions were classified as "acceptable", "marginal" and
"unacceptable".
Analysis based evaluation of the simulation runs
Taking account of the comments of the pilots on the simulated
manoeuvres, it was clear that following criteria should be
considered for assessing the feasibility of the concept:
Speed: Is a departing ship able to reach a speed that is suffi-
cient to compensate for the cross current acting beyond the break-
waters?
Controllability by own means: Can a departing ship obtain a
straight course without extreme use of rudder and propeller?
Manoeuvrability with tug assistance: Are the ship's rudder,
propeller and the tug assistance sufficient to perform the
manoeuvres safely within acceptable time limits?
Based on the pilots' qualitative assessment, limits were
determined to quantify these criteria:
Speed: in order to keep within the fairway, a departing ship's
11
 navegao
shipping
Velocidade. Um navio de sada ser capaz de atingir velocidade
suficiente para neutralizar o efeito da corrente transversal que atua
fora dos quebra-mares?
Controlabilidade por meios prprios. Um navio de sada
conseguir manter o rumo sem uso excessivo de leme e mquina?
Manobrabilidade com assistncia de rebocadores. O
leme, a mquina do navio e a assistncia dos rebocadores sero
suficientes para realizar as manobras com segurana e dentro de
limites aceitveis de tempo?
Com base na avaliao qualitativa feita pelos prticos, foram
estabelecidos limites para quantificar esses critrios:
Velocidade. Para se manter dentro da hidrovia, a velocidade de
um navio de sada dever ser de no mnimo oito ns e preferivel-
mente de dez ns. Esses valores so limites estabelecidos para
condies inaceitveis, limtrofes e aceitveis.
Para a controlabilidade por meios prprios de um navio
de sada, o desvio-padro da razo de guinada foi considerado o
melhor indicador. Esse valor uma funo da razo profundidade/
calado para as diferentes condies de fundo. Os valores de cinco
e seis graus/minuto foram escolhidos como os limites crticos,
considerando as avaliaes dos prticos.
Para avaliar quantitativamente a manobrabilidade do
navio com assistncia de rebocadores, utilizou-se o impulso
da fora de guinada como a integral da soma das foras laterais
induzidas pelo leme e pelos rebocadores em relao ao tempo. Os
valores desses impulsos foram calculados para cada subtrajetria
e comparados com a avaliao dos prticos a respeito da eficincia
da assistncia dos rebocadores. Desse modo, alm de quantificar
o terceiro critrio, tambm se permitiu fazer extrapolaes quanto
assistncia por rebocadores de maior ou menor potncia.
CONCLUSES
De acordo com os resultados da anlise das simulaes em tempo
real com pequena folga negativa abaixo da quilha, pode-se
concluir que deve ser evitado o contato com camadas de lama
de mais de 1.200kg/m3 de densidade, mesmo com assistncia
suficiente de rebocadores.
Entretanto, o limite de 1.200kg/m3 foi considerado seguro para a
navegao, desde que a disponibilidade de rebocadores respeite
a tabela a seguir:
para nenhuma folga abaixo da quilha, dois rebocadores de at
30t de trao esttica;
para 7% de folga abaixo da quilha, dois rebocadores de 45t de
trao esttica;
12
speed should be at least 8 knots, and preferably 10 knots. These
values were selected as limits for unacceptable, marginal and
acceptable conditions.
For a departing ship's controllability by own devices, the
standard deviation of the rate of turn was considered to be the best
indicator. For the different bottom conditions, this value is
displayed as a function of the water depth to draft ratio. Taking
account of the pilots' evaluation, values of 5 and 6 deg/min were
selected as critical limits.
In order to evaluate the ship's manoeuvrability with tug
assistance in a quantitative way, the impulse of steering
force was introduced, being the time integral of the sum of
the lateral rudder and tug induced forces. The values of these
impulses were calculated for each sub trajectory and compared to
the pilots' evaluation of the adequacy of tug assistance. In this
way, it was not only possible to quantify the third criterion
but extrapolations to assistance by more or less powerful tugs
could be made as well.
CONCLUSIONS
As a result of the analysis of the real-time simulation runs with a
small negative under keel clearance it can be concluded that
contact with mud layers of a density of 1,200kg/m3 or more should
be avoided, even if sufficient tug assistance is available.
However using a limit of 1,200kg/m3 was considered safe
for navigation provided that tugs were available as per the
following table:
0% under keel clearance using 2 tugs of up to 30 ton bollard pull;
7% under keel clearance if 2 x 45 ton bollard pull tugs were
available;
12% under keel clearance if 2 x 60 ton bollard pull tugs were
available.
These conclusions are only valid in moderate wind conditions for
6000 TEU container ships. However the methodology can be
applied to any vessel or harbour. The new critical limit led to the
admittance of deeper drafted vessels and an optimization of
the maintenance dredging works in the harbour Zeebrugge,
without jeopardizing the safety of navigation.
However, a warning was made that pilots should always be aware
of the level of the water-mud interface, which should be indicated
on the nautical charts as well, for several reasons:
If the ship's keel penetrates by more than 10% of her draft into
low density mud layers, this may result in unpredictable effects.
Small positive under keel clearances relative to the mud-water
 navegao
shipping

para 12% de folga abaixo da quilha, dois rebocadores de 60t de
trao esttica. Esses parmetros s valem para condies and controllability.
moderadas de vento e navios porta-contineres de 6.000TEU. A
metodologia, entretanto, pode ser aplicada a qualquer navio ou
porto. O novo limite crtico permitiu a entrada de navios com maiores
calados e a otimizao dos trabalhos de dragagem de manuteno
no porto de Zeebrugge, sem prejudicar a segurana da navegao.
No obstante, recomendou-se que os prticos estivessem sempre
atentos quanto ao nvel da interface gua/lama, que deveria
constar tambm nas cartas nuticas, pelos motivos que se seguem.
Se a quilha do navio penetrar mais de 10% do seu calado em
camadas de lama de baixa densidade, os efeitos podem ser impre-
visveis.
Pequena folga positiva abaixo da quilha em relao interface
lama/gua pode modificar o comportamento do navio e a sua
controlabilidade.
Uma concluso importante a partir das provas de simulao foi
sobre a disponibilidade da assistncia de rebocadores, pois, quando
no houver trao esttica suficiente, o contato com a camada de
lama dever ser evitado, e a interface lama/gua dever ser
adotada como fundo nutico. Por outro lado, a disponibilidade de
rebocadores com maior trao esttica poder tornar vivel a uti-
lizao de UKC mais negativa. Em futuro prximo, para proporcio-
nar um retorno tcnico aos estudos de simulao, os prticos faro
registros das rotas, dos controles e da assistncia por rebocadores
durante as manobras de entrada e sada no porto de Zeebrugge
com navios porta-contineres de grande calado em mars baixas.
A deciso sobre a aplicao na prtica dos novos critrios para a
determinao do fundo nutico vir aps uma fase de avaliao.
interface may result in a modification of the ship's behaviour
A major conclusion of the simulation trials was the availability of
tug assistance since if insufficient tug power is available, contact
with the mud layer should be avoided and the mud / water
interface should be used as the nautical bottom. Conversely, if
more powerful tugs are available then a larger negative UKC could
be considered feasible. In the near future, the tracks, controls
and tug assistance of deep-drafted containers ships arriving at and
departing from Zeebrugge at low tide will be recorded by the pilots
in order to provide a feedback to the simulation study. After an
evaluation phase, it will be decided whether the new criteria for the
determination of the nautical bottom will be applied in practice.
Other considerations
Although the above analysis reveals that mud navigation is
feasible, such navigation can result in other physical effects on the
ship. Some of my colleagues who served on freight ferries running
regularly to Zeebrugge have informed me that navigating the mud
layer doesn't just keep the hull clear of growth but also removes
the paint and dry docking reveals a clean metal hull and the
propellers also become highly polished. The other obvious problem
is with engine cooling systems which are not designed for cooling
by muddy water.
Full details of the research project can be found via the following
weblink: http:/watlab.lin.vlaanderen.be/nautische/index.hlm
John Clandillon-Baker, "The Pilot" editor

Outras consideraes

Embora a anlise acima mostre que a navegao em lama vivel,

esse tipo de prtica pode resultar em outros efeitos fsicos no
navio. Alguns dos meus colegas que serviram em ferries, embarca-
es que operam em rotas curtas e que fazem escalas regulares
em Zeebrugge, relataram que a navegao em lama no apenas
livra o casco de todo tipo de crescimento de organismos, mas
tambm remove a pintura, e que na docagem seca pode-se
observar um casco j no metal, sem tinta, com os hlices tambm
intensamente polidos. Outro problema evidente o sistema de
arrefecimento do motor, que no projetado para operar com gua
lamacenta.

Mais detalhes sobre esse projeto de pesquisa podero ser encon-

trados seguindo o link http:/watlab.lin.vlaanderen.be/nautische/
index.htm

John Clandillon-Baker, editor da The Pilot

Traduo: Airton Prado

13
 navegao no Brasil
shipping in Brazil
Navegao em lama fluida no Brasil
O tema da navegao em lama fluida est sendo discutido no
Brasil e um desses debates foi promovido recentemente pela
Diretoria de Portos e Costas (DPC) com o propsito de apro-
fundar os conhecimentos quanto a sua viabilidade. O ciclo de
palestras contou com a participao de representantes de
entidades do setor pblico e privado, entre elas o CONAPRA.
O prtico Siegberto Schenk, da ZP-14 esteve presente e
conversou com a Rumos Prticos sobre as palestras e a atual
situao da navegao em lama fluida no pas.
RUMOS PRTICOS O termo lama fluida ainda desconhecido ou
mal conhecido por muitas pessoas que fazem parte do universo da
navegao. Como voc o descreveria em poucas palavras?
SCHENK Os sedimentos coesivos (tais como silte e argila), pre-
sentes nos fundos de regies litorneas, formam uma matriz aberta
com alto contedo de gua. Ondas e correntes de mar evitam a
consolidao desse material. Dessa forma, surge uma transio
difusa entre a gua e o leito consolidado, chamada de lama fluida.
Entre a gua e essa camada de lama fluida so formadas lutoclinas
(gradientes de densidade que formam refletores registrados nos
ecobatmetros). Esse material, embora reflita no ecobatmetro, no
est consolidado e permite que navios se desloquem com uma folga
abaixo da quilha, inferior preconizada para fundos consolidados.
Da a importncia econmica de sua identificao e estudo.
R P Em que locais do Brasil foram detectadas situaes de lama
fluida?
SCHENK Embora a lama fluida possa ocorrer em vrias regies
litorneas, as mais propensas formao de depsitos de lama
fluida so aquelas onde ocorre grande deposio de sedimentos
finos associada agitao por ondas ou correntes de mar. A foz
de um rio naturalmente um local propenso a essa situao. No
Brasil, podemos listar como locais onde se realiza navegao em
lama fluida: o arco lamoso da Barra Norte do Amazonas, formando
uma rea com centenas de quilmetros quadrados de material
nessa situao, o canal da Alumar, na Baa de So Marcos, no
Maranho, e o Canal da Piaaguera, na Baixada Santista. Mas h
outros locais onde possvel se encontrar essa situao.
R P O tema foi discutido recentemente em um evento na Diretoria
de Portos e Costas. Qual foi o foco do debate e a que concluses se
chegou?
SCHENK O foco do workshop foi verificar junto s diversas
partes interessadas a viabilidade no emprego de folga abaixo da
14
Siegberto Schenk
Navigation in Fluid Mud
in Brazil
The topic of navigating in fluid mud is today a matter of
discussion in Brazil, and the Directorate of Ports and Coasts
(DPC) held a debate on the subject recently in order to gain
in-depth knowledge about its feasibility. The cycle of talks
included the participation of representatives from public and
private sectors, including CONAPRA.
Pilot Siegberto Schenk from PZ-14 was present and chatted
to Rumos Prticos about the talks and current status of
navigation in fluid mud in Brazil.
RUMOS PRTICOS Many people in the world of shipping are
still ignorant or know little about what fluid mud is. How would
you describe it in a few words?
SCHENK Cohesive sediments (such as silt and clay) present
at the bottom of coastal regions, form an open matrix with
high water content. Waves and tidal currents prevent the
consolidation of such material. This causes a diffuse transition
between water and the consolidated seabed, called fluid mud.
Luthoclines (density gradients producing recorded reflectors in the
echo sounders) are formed between the water and this layer of
fluid mud. This material, although reflected in the echo sounder, is
not consolidated and allows vessels to sail with a smaller keel
clearance than that recommended for a solid seabed. Hence the
economic importance of its identification and study.
R P Where in Brazil have fluid mud occurrences been discovered?
SCHENK Although fluid mud might occur in a number of coastal
regions, the places most likely to form fluid mud deposits are
where a large deposit of fine sediments is associated with the
turbulence of waves and tidal currents. The estuary of a river is a
natural site for this occurrence. Let me list some places in Brazil
where there is fluid mud navigation: the mudscape of the Northern
Bar of the Amazon River, covering an area of hundreds of square
miles, is in this situation; so are Alumar Channel in So Marcos Bay
in Maranho, and Piaaguera Channel in the Santos coastal area
(So Paulo State). But it is also possible to find this occurrence
elsewhere in this country.
R P The subject was discussed recently at an event in the
Directorate of Ports and Coasts. What was the focus of
the discussion and what conclusions were reached?

quilha reduzida, ou mesmo negativa, em reas de lama fluida,
particularmente no arco lamoso da Barra Norte do Rio Amazonas.
Essa louvvel iniciativa reuniu acadmicos especializados no
estudo desses sedimentos e da manobrabilidade de navios,
representantes dos terminais, dos armadores e da praticagem, re-
presentantes da Autoridade Martima e de Autoridades Porturias
e administraes de terminais. Cada um desses atores teve a opor-
tunidade de apresentar seus pontos de vista, e todos ganharam
muito com o debate. As principais concluses foram no sentido
de que possvel ter ganhos econmicos com o emprego desse
conceito, mas tambm h desafios no levantamento adequado dos
dados ambientais, bem como impactos na manobrabilidade e
manuteno dos navios, fatores que trazem incertezas que precisam
ser mais bem estudados pelos responsveis e interessados.
R P Navegar com um navio imerso em lama fluida afeta a sua
manobrabilidade? Como?
SCHENK Sim, muito. Esse impacto na controlabilidade e,
conquentemente, na sua manobrabilidade objeto de linha
avanada de pesquisa na Europa, mas ainda inexplorada no nosso
pas. Resumindo de forma didtica (peo perdo aos especialistas
pelas simplificaes que fogem ao rigor acadmico): o navio
apresenta um comportamento no previsvel e com reverses de
tendncia em trs diferentes situaes: ao se aproximar o casco da
camada de lama fluida, ao entrar em contato com ela e ao afundar
nela. Nas trs situaes, o navio apresenta comportamentos
completamente distintos que dependem da interao das ondas
formadas na lama fluida com o casco, leme e propulsores. Dessas
pesquisas, surgiu o conceito de fundo nutico, o limite de
afundamento em que o navio perde sua controlabilidade, ou seja,
lemes e propulsores no so mais capazes de alterar ou manter
o rumo e a velocidade do navio. Aos interessados em saber
mais, sugiro os trabalhos do Dr. Marc Vantorre, da universidade
de Ghent, Blgica.
R P H consequncias de curto ou longo prazo para o casco do
navio? H relatos ou estudos sobre isso?
SCHENK O impacto sobre os navios, especialmente no caso de
navegao continuada nessa situao durante longos trechos e/ou
perodos, foi claramente apresentado no workshop por um
representante de armador: desgaste prematuro da pintura anti-
incrustante, abraso excessiva do chapeamento e soldas do fundo
do navio. Tambm foram constatados reduo da velocidade, sobre-
carga da propulso do navio e elevado consumo de combustvel.
Outras fontes relatam tambm problemas de abraso e entupi-
mento dos sistemas de refrigerao de mquinas de propulso e
auxiliares, quando no preparadas para esse tipo de navegao.
R P Qual o prximo passo?
SCHENK H linhas de pesquisa j avanadas no nosso pas
sobre a ocorrncia de camadas de lama fluida e suas caractersticas
navegao no Brasil
shipping in Brazil
SCHENK The focus of the workshop was to check with the
different stakeholders on the feasibility in the use of reduced or,
even, negative keel clearances in fluid mud areas, particularly in
the mudscape of the Northern Bar of the Amazon River. This
commendable project attracted academics specializing in the study
of such sediments and ship maneuverability: representatives of
terminals, ship owners, pilots, representatives of the maritime
authority and port authorities, as well as terminal administrations.
Each of these players had the opportunity to submit his viewpoints
and they all benefited greatly from the discussion. The main
conclusions were that it is possible to have economic gains using
this concept, but there are also challenges in the correct gathering
of environmental data, as well as impacts on the ship maneuver-
ability and maintenance, factors that point to uncertainties that
need to be better studied by those responsible and the stakeholders.
R P Does navigating a ship immersed in fluid mud affect its
maneuverability? And if so, how?
SCHENK Yes, very much so. This impact on controllability and,
hence, its maneuverability, is the subject of an advanced line of
research in Europe but still untapped in our country. In a brief
summary (I apologize to the experts for simplifications that escape
academic rigor): the ship has unpredictable behavior with
backward trends in three different situations: when the hull
approaches the layer of fluid mud; comes in contact with it, and
sinks into it. In these three situations, the ship behaves in
completely different ways that depend on the interaction of waves
on the fluid mud with the hull, rudder and propellers. These studies
give rise to the nautical bottom concept, the limit of foundering in
which the ship loses its controllability; in other words, rudders and
propellers are no longer able to change or maintain the ships
direction and speed. For further information I suggest the studies
by Dr. Marc Vantorre from Ghent University, Belgium.
R P Are there short or long-term consequences regarding the
ships hull? Are there any reports or studies about this?
SCHENK The impact on vessels, especially in the case of contin-
ued navigation in this situation over long distances and/or periods,
was clearly addressed in the workshop by a ship owners represen-
tative: premature wear of the antifouling paintwork, over-abrasion
of the plating and welding of the ships bottom. Another finding
was deceleration, overload of the ships propulsion and high fuel
consumption. Other sources also reported problems of abrasion
and blockage in the cooling systems of the propulsion and auxiliary
machines, when unprepared for this type of navigation.
R P Whats the next step?
SCHENK Some lines of research in Brazil are already advanced
on the occurrence of fluid mud layers and their physical
characteristics. It is worth mentioning the extensive work done by
the post-graduate engineering department (Coppe) of the Federal
15
 navegao no Brasil
shipping in Brazil
fsicas. Cabe destacar o extensivo trabalho realizado pela Coppe/
UFRJ, sob coordenao da Profa. Dra. Susana Vinzon. Entretanto,
uma das constataes do workshop foi de que reas extensas
e de difcil logstica, como o arco lamoso da Barra Norte do Rio
Amazonas, apresentam alguns desafios para que o servio
hidrogrfico e empresas de levantamento batimtrico identifiquem
e atualizem a situao dessas camadas, dinmicas em sua
prpria natureza. Essa uma linha de ao j identificada e
aparentemente endereada. A segunda seria o estudo e modelagem
de controlabilidade em lama fluida de determinados navios-tipo
pelas instituies de pesquisas capacitadas de nosso pas. Essa
demanda j pode at ter sido identificada, mas desconheo aes
concretas nesse sentido.
R P Qual o mtodo correto de se fazer uma avaliao formal de
segurana da navegao para casos de folga abaixo da quilha
negativa e "zero?
SCHENK A forma ideal de se fazer essa avaliao j seguida
rotineiramente em pases europeus que adotam folga abaixo da
quilha negativa. Basicamente, consiste em realizar pesquisas e
avaliaes formais em quatro etapas: estudo das caractersticas
geolgicas da lama fluida; estudo de manobrabilidade de navios-
tipo pretendidos na lama fluida com essas caractersticas; modela-
gem e simulao de comportamento desses navios pretendidos na
lama fluida estudada; e anlise de riscos e medidas de controle,
visando operacionalizao de limites de folga abaixo da quilha
negativa. Infelizmente, a maneira alternativa de se estabelecer
esses limites o que, geralmente, se faz por aqui: verifica-se uma
camada no consolidada de lama fluida em um levantamento
batimtrico e, sem estudos de comportamento dos navios nessa
situao, aumenta-se o calado gradativamente, sem se saber ao
certo o impacto que isso ter na controlabilidade ou na demanda
de manuteno dos navios. medida que alguns problemas vo
surgindo, adotam-se medidas de controle adicionais ou retorna-se
a um limite menor. Essa abordagem tem permitido, historicamente,
o uso de folga abaixo da quilha negativa com resultados variveis
em termos de segurana e eficincia econmica. A abordagem a
ser adotada, em ltima instncia, depende da aceitao de risco
pelos proprietrios.
R P Como o tribunal martimo enxerga a situao de o navio tocar
o fundo, como o caso da lama fluida?
SCHENK No h uma jurisprudncia a respeito do assunto.
H que observar que, no havendo toque do casco no fundo
consolidado, no h efetivamente um fato ou acidente da
navegao que justifique a abertura de inqurito. Acidentes
causados pela perda de controlabilidade do navio seriam mais
provveis, mas confesso que no posso afirmar se isso um
problema j materializado.
16
University of Rio de Janeiro (UFRJ) under the coordination of Dr.
Prof. Susana Vinzon. However, one of the workshop findings was
that vast areas and difficult logistics, such as the mudflats of the
Northern Bar of the Amazon River, are some of the challenges
facing the hydrographic service and bathymetric survey firms in
identifying and updating the situation of these layers, dynamic by
their very nature. This is a line of action already identified
and apparently addressed. The second would be the study and
modeling of controllability in fluid mud of certain vessels by the
skilled research institutes in our country. This requirement may
already have been identified, but Im unaware of any concrete
actions on this matter.
R P What is the correct method of formally assessing shipping
safety in cases of negative and zero keel clearance due to
fluid mud?
SCHENK The ideal way to carry out this assessment is already
a routine in European countries that have a negative keel
clearance. Basically, it consists of performing studies and formal
assessments in four stages: the study of the geological
characteristics of fluid mud; the study of maneuverability of
intended vessels in fluid mud with these characteristics; modeling
and simulation of the behavior of such vessels intended for the
studied fluid mud, and risk analysis and control measures, in order
to operate with limits of negative keel clearance. Unfortunately, an
alternative to setting these limits is what is generally adopted in
Brazil: an unconsolidated layer of fluid mud is verified in a
bathymetric survey and, without behavioral studies of the vessels
in this situation, the draft is gradually increased, without knowing
for sure the impact that this will have on the controllability or
demand for maintenance of the vessels. As problems begin to
arise, further control measures are adopted or there is a return
to a lower limit. This approach has in the past permitted the use of
negative keel clearances with varying results in terms of safety
and economic efficiency. The approach to be taken ultimately
depends on the owners agreeing to the risk.
R P How does the maritime court view the situation of the vessel
touching the bottom, as in the case of fluid mud?
SCHENK There is no jurisprudence on this matter. It should be
noted that, if the hull does not touch the hard bottom, there is
effectively no shipping accident or fact that justifies opening
an investigation. Accidents caused by the loss of the ships
controllability would be more likely, but I admit that I cant say
if this already has been a problem.
Siegberto Schenk prtico
da ZP-14 (ES) desde 2009
Siegberto Schenk is a PZ-14
(Esprito Santo) pilot
since 2009
 homenagem
homage

Drago do Mar entra para o

Livro dos Heris da Ptria
Desde julho passado, o Livro dos Heris da Ptria conta em suas The Sea Dragon enters the Book of
pginas com um prtico. Trata-se de Francisco Jos do Nascimento National Heroes of Brazil
(1839-1914), considerado o maior heri a favor da libertao dos
escravos no Cear. Since July this year, the Book of National Heroes of Brazil includes
a pilot in its pages: Francisco Jos do Nascimento (1839-1914),
A Lei 13.468, que inscreve o Drago do Mar, no rol de heris considered champion of freeing the slaves in the State of Cear.
brasileiros, foi sancionada pela Presidncia da Repblica no ltimo
dia 18 de julho, a partir de proposta do senador Jos Pimentel (PT-CE). Law no. 13,468, which includes the Sea Dragon in the list of Brazilian
heroes, was enacted by the Presidency of the Republic on July 18th
A incluso do Drago do Mar no Livro dos Heris da Ptria uma 2017, based on the proposal by Senator Jos Pimentel (PT-CE).
questo de justia. Francisco Jos do Nascimento teve a coragem
de impedir o trfico negreiro em nossas terras, por meio de uma The inclusion of the Sea Dragon in the Book of National Heroes is
ao apoiada pelos intelectuais e a populao. Esse processo a matter of law. Francisco Jos do Nascimento had the courage to
permitiu que o Estado do Cear fosse o primeiro da federao a prevent the slave trade in our land by taking action supported by
libertar o negro escravo, em 1884, quatro anos antes da abolio intellectuals and the general public. This process allowed the State
da escravatura no Brasil. Precisamos valorizar os heris da luta of Cear to be the first in the country to free African slaves in 1864,
popular, justificou o senador ao apresentar o projeto de lei. four years before the abolition of slavery in Brazil. We need to
appreciate the heroes of the grassroots struggle, justified the
Nomeado prtico em 1874, Chico da Matilde como era conhecido Senator when submitting the draft law.
liderou, em 1881, o movimento que fechou o porto de Fortaleza
ao trfico de escravos, chamado de a greve dos jangadeiros. No Chico da Matilde as he was known was appointed pilot in
mesmo ano, os prticos sob a sua liderana impediram uma nova 1874, and in 1881 headed the movement that closed the port of
tentativa de venda de escravos para o Sudeste, o que obrigou os Fortaleza to the slave trade, called the raft-mens strike. That same
fazendeiros que no tinham como sustent-los a libert-los. year, the pilots under his leadership prevented another attempt
at trading slaves to the Southwest, which forced the plantation
Por seu envolvimento na luta, Chico da Matilde perdeu o cargo em owners,in no conditions to keep them, to free them.
1881, sendo reconduzido somente em 1889. Um ano depois, recebeu
a patente de major-ajudante de ordem do secretrio-geral do Because of his involvement in the struggle, Chico da Matilde lost his
Comando Superior da Guarda Nacional do Estado do Cear. position in 1881, only to be reinstated in 1889. A year later, he was awarded
the rank of Assistant Major of the Order of the Secretary-General
O Drago do Mar, alcunha dada pelo escritor of the High Command of the National Guard of the State of Cear.
- Conselho
Nacional de
Praticagem
- Ano XV -
N0 40 - fev
a mai/2014
Brazilian Maritime
Pilots Associatio
n Magazine
- Year XV -
N0 40 - Fev
to May/2014

Alusio de Azevedo, morreu em 1914, pouco antes

de completar 75 anos. Sua histria est na edio The Sea Dragon, nicknamed by writer Alusio de Azevedo, died in
CONAPRA
Revista do

n 40 da nossa revista, publicada em maio de 1914, shortly before his 75th birthday. His story is told in the edition
2014, ano do centenrio de sua morte. No. 40 of our magazine published in May 2014, the centenary year
of his death.
O Livro
The Book
Feito em ao e depositado no Panteo da Ptria
e da Liberdade Tancredo Neves na Praa dos Trs Poderes, em The Book of National Heroes of Brazil in steel lies in theTancredo
Braslia, o Livro dos Heris da Ptria homenageia personagens Neves Pantheon of the Homeland and Freedom in the Plaza of the
que protagonizaram momentos marcantes na histria do pas. Three Powers in Brasilia, and pays tribute to the outstanding
Tiradentes foi o primeiro nome inscrito no documento. Zumbi dos protagonists in the history of Brazil. Tiradentes was the first name
Palmares, Dom Pedro I, Marqus de Tamandar, patrono da Mari- inscribed in the document. Zumbi dos Palmares, Don Pedro I, Marquis
nha do Brasil, o Baro do Rio Branco, Santos Dumont, Getlio of Tamandar patron of the Brazilian Navy, Baron Rio Branco,
Vargas, Leonel Brizola e o ambientalista Chico Mendes tambm Santos Dumont, Getulio Vargas, Leonel Brizola and environmentalist
participam da lista de homenageados. Chico Mendes are also included in the list of laureates.

17
 navio rotor
rotor ship
Conhecendo os Rotor Ships
De vez em quando, os prticos, por mais anos que tenham de
servio, so surpreendidos por navios estranhos. Os porta-avies,
os submarinos, os trimars j se tornaram triviais, mas nenhum
prtico pode dizer eu j vi tudo. Poderia citar novas formas de
casco ou mesmo novas tecnologias, mas no bem esse o caso.
Apesar de j conhecer a sua existncia, s recentemente me
deparei com esta espcie de navio: um navio rotor ou de Flettner.
Refiro-me ao navio rotor E-Ship 1, que atracou trs vezes, em
2016, no porto de Leixes. Esses navios so idnticos a quaisquer
outros, exceto nas estruturas (torres) acima do convs. Eles foram
concebidos/convertidos para usar o efeito Magnus na propulso.
Percebi, ento, que, como prtico, no me sentiria vontade se
fosse confrontado com tal tecnologia, que eu desconhecia. E foi a
razo que me levou a escrever este artigo.
Histrico
Comecemos pelo
princpio. Um navio
rotor igualmente
denominado um navio
Flettner, nome advindo
de Anton Flettner
(1885-1961), um ale-
mo engenheiro aero-
FIGURA/ FIGURE 1: BUCKAU nutico e inventor.
Alm de importante
contribuio para a concepo de avies e de helicpteros, ele foi schooner named the Buckau (Fig. 1) by fitting two rotors. The rotors
o primeiro a construir um navio experimentando o uso do efeito
Magnus na propulso. A ideia de Flettner era usar torres com
rotores para substituir as velas nos navios costeiros. Pretendia
com isso aproveitar o vento como auxiliar da mquina principal
do navio, obtendo maiores velocidades com a mesma potncia. As
transformaes no navio, uma escuna de nome Buckau (Figura1),
feitas no Germaniawerf (Kiel) terminaram em outubro de 1924, com
a montagem de dois rotores dois cilindros de 15 metros de altura
por trs de dimetro, acionados por um sistema de propulso el-
trica de 50hp. Mais tarde, o Buckau teria seu nome alterado para
Baden-Baden e foi enviado para a Amrica, onde atraiu grande
ateno aps uma travessia perfeitamente satisfatria do Atlntico. two six-cylinder diesel engines.
Outros navios
Em 1926, seria construdo o Barbara (Figura 2), um navio maior, j
com trs rotores. Encomendado pelas autoridades navais alems,
foi construdo em Bremen, nos estaleiros A-G-Weser. Tratava-se de
navio de 2.077TB de hlice nico, acionado por duas mquinas
diesel de seis cilindros.
18
Manuel Casaca
Rotor Ships
Every so often pilots, however long they have worked, are
surprised with strange vessels. Aircraft carriers, submarines,
trimarans are becoming commonplace but no one can claim,
Ive seen it all. I could mention new shapes of hulls or new
technologies, but this is not the case here. Although I knew it
existed, it was only recently that I came across this rotor ship
(aka Flettner ship). I refer to the rotor ship E-Ship 1 that in 2016
berthed three times in the port of Leixes, Portugal. This type of
ship is identical to every other except for the structures (towers)
above deck. It was designed/retrofitted to use Magnus effect for
propulsion. I then realized that, as a pilot, I would not feel
comfortable if faced with technology that I knew nothing about.
This was why I decided to write this article.
Background
Lets begin at the beginning. A rotor ship is also called a Flettner
ship named after Anton Flettner (18851961), a German aviation
engineer and inventor. In addition to major contributions to aircraft
and helicopter design, he was the first to build a ship attempting
to use the Magnus effect for propulsion. Flettners idea was to
use rotor towers as a substitute for sails in coastal vessels. He
intended to harness the wind as an aid for the ships main engine,
thereby obtaining faster speeds with the same power. In October
1924 Germaniawerf (Kiel) completed the conversions to the
were two cylinders 15 meters in height by three meters in diameter,
driven by a 50hp electric propulsion system. Later, the Buckau was
renamed Baden-Baden and sailed to America, where she attracted
considerable attention after a perfectly satisfactory voyage across
the Atlantic.
Other ships
In 1926, A.G. Weser shipyard in Bremen built the Barbara (Fig. 2),
a larger ship with three rotors, commissioned by the German naval
authorities. She was a single-screw ship of 2,077 GT and driven by
Much later, on August 2, 2008, the German shipbuilder Lindenau
Werft in Kiel launched the E-ship 1 (Fig. 3). However the shipyard
declared insolvency in late September that same year and in
January 2009 the E-ship 1 was towed to CassensWerft, Emden,
to complete her fittings. Next, the ship returned to Cassens
Werft to undergo three sea trials, concluded in July 2010. Her
maiden voyage in August 2010 was between Emden and Dublin,

Bem mais tarde, em 2 de agosto de 2008, o construtor alemo
Lindenau Werft, de Kiel, lanou gua o E-ship 1 (Figura 3). O
estaleiro, contudo, declarou insolvncia em setembro do mesmo
ano, e em janeiro de 2009 o navio foi rebocado para Cassens
Werft, em Emdem, e os trabalhos ficaram concludos em 2010. Em
seguida, o navio regressou a Cassens Werft para realizar trs
testes no mar, concludos em julho de 2010. Sua primeira viagem,
em agosto de 2010, realizou-se entre Emden e Dublin, transpor-
tando nove turbinas para a Castledockrell Wind Farm (Wexford). O
navio possui 130 metros de comprimento e 22,5 metros de boca,
porte de 12.800T, e tonelagem bruta de 10.000TB, aproximada-
mente. Possui ponte (passadio) na proa, rampa de popa e pode
operar como um
RoLo. Est equipa-
do com propulsores
de proa e de popa.
Possui quatro cilin-
dros de 27 metros de
altura por quatro
de dimetro instala-
dos sobre o convs.
FIGURA/ FIGURE 3: E-SHIP 1
Devido a problemas
tcnicos, os geradores Mitsubishi originais foram substitudos
em 2013 por quatro geradores diesel Caterpillar de 6,3 Mw.
Em 2014, a filandesa Norsepower Oy Ltd, construtora de velas rotor,
instalou no navio RoRo Ms. Estraden (Figura 4), com porte de 9.700T,
dois cilindros rotores de 18 metros de altura. Propriedade da empresa
finlandesa de RoRo-
Bore, lder de mercado,
o Estraden opera em
servio contnuo entre
a Holanda e o Reino
Unido, navegando nos
corredores ventosos
do Mar do Norte,
FIGURA/ FIGURE 4: ESTRADEN velocidade de 16 ns.
Recentemente, a Deltamarin apresentou seu novo ro-pax Delta
Challenger (Figura 5) durante a exposio Nor-Shipping 2005, em
Oslo; o navio foi projetado para navegar velocidade de 18,5 ns,
e, para reduzir o consumo de combustvel, possui seis rotores, que
adicionam cerca de 10% potncia propulsora total (1,3MW), com
sistema de propulso pod Azipod D.
O que o efeito Magnus?
Uma vez dito que o efeito Magnus aproveitado pelos navios,
importante saber como funciona. O efeito recebeu o nome do fsico
e investigador alemo Heinrich Gustav Magnus, que o pesquisou.
Esse efeito, nesse caso, pode ser descrito como: a fora que
exercida sobre um corpo rotativo existente num fluxo de ar em
movimento a qual atua perpendicularmente direo do fluxo
de ar. Essa fora que atua sobre o cilindro rotativo chamada de
fora ascendente, na qual os ventos laterais so convertidos em
navio rotor
rotor ship
carrying nine turbines
for Castledockrell Wind
Farm (Wexford). The
vessel is 130 meters
long and 22.5 meters
wide, with a total dead-
weight of 12,800 metric
tons and gross tonnage
of approximately 10,000.
FIGURA/ FIGURE 2: BARBARA
The ship has a bridge in
the bow, a rear ramp and can operate as a RoLo cargo ship. It is
fitted with fore and aft maneuvering thrusters. It has four large
cylinders (rotors) 27 meters high by four meters in diameter
mounted on the ship's deck. Due to technical problems the
original Mitsubishi generators were replaced by four 6.3 Mw
Caterpillar diesel generators in 2013.
A Finnish provider of rotor sails, Norsepower Oy Ltd, installed on
the 9,700-ton RoRo carrier MS Estraden (Fig. 4) two 18-meter high
rotors (2014). The Estraden, owned by Bore, a Finnish company
and market leader, operates an ongoing service between the
Netherlands and UK, sailing the wind-blown corridors of the North
Sea at speeds of 16 knots.
Recently, Deltamarin
launched their new
ro-pax vessel Delta
Challenger (Fig. 5) at the
Nor-Shipping 2015
exhibition in Oslo.
The ship, designed to
sail at 18.5 knots speed
reduces fuel consumption FIGURA/ FIGURE 5: E-RO-PAX DELTA CHALLENGER
with her six rotors giving
around 10% of the total propulsion power (1.3 MW), and Azipod D
pod propulsion.
What is the Magnus effect?
Since the discovery of the use of the Magnus effect on ships, it has
been important to understand how it works. The effect is named
after Heinrich Gustav Magnus, the German physicist who
investigated it. The referred effect, in this case, can be described
as force acting. The force acting on the rotating cylinder is known
as lift and so the side winds are converted into perpendicular
motion. In other words, imagine a wind moving at some velocity in
any direction. Now let's place a stationary cylinder in this airflow
and spin it on its axis. The wind will obviously pass around the
cylinder, but note the difference in the pattern of flow on both
the sides of the cylinder. On the lower side (Fig. 6) the spinning
velocity of the cylinder counters the velocity of the fluid (by friction)
thereby reducing its resulting velocity on this side. According to
Bernoulli's theorem, the pressure on this side will increase. At the
top, the opposite will occur. Aided by the cylinders spinning
direction, the fluid will increase its velocity and, therefore, reduce
19
 navio rotor
rotor ship

impulso perpendicular a eles. pressure. The

FIGURA 6: EFEITO MAGNUS
FIGURE 6: MAGNUM EFFECT
velocidade de rotao do cilindro ope-se velocidade do fluido
guisa de ilustrao, imaginemos difference in
um vento movendo-se veloci- pressure
dade constante em qualquer between the
direo. Estacionamos um cilin- two sides of
dro nesse fluxo de ar e introduzi- the cylinder will
mos uma rotao sobre seu eixo. cause a vector
O vento, obviamente, contornar force along the
o cilindro, mas se observar a indicated direc-
diferena do comportamento do tion (from high
fluxo nos dois lados do cilindro. to low pressure),
No lado de baixo (Figura 6), a which in turn FIGURA 7: EFEITO MAGNUS NUM NAVIO ROTOR
will induce the FIGURE 7: MAGNUM EFFECT IN A ROTOR SHIP

(por frico), reduzindo sua velocidade resultante nesse lado. De
acordo com o teorema de Bernoulli, a presso nesse lado aumen-
tar. No lado de cima, acontecer o oposto. Auxiliado pelo sentido
de rotao do cilindro, o fluido aumentar sua velocidade e, em
consequncia, a presso diminuir. A diferena de presso gerada
entre os dois lados do cilindro originar uma fora vetorial na
direo indicada (de alta presso para baixa presso), que, por sua
vez, induzir o cilindro estacionrio a um movimento de translao
nessa direo. A Figura 7 exibe a representao vetorial que
explica como isso funciona num navio com um cilindro. A fora
ascendente (fora Magnus ou impulso) ajuda a propulso do navio.
Segundo Glynn Garlik (em The Engineer, edio de junho de 2015),
esses rotores podem ser utilizados quer em novas construes,
quer instalados em outras j existentes. Deles, h verses de 18,
24 e 30 metros, e o nmero, bem como as dimenses dos rotores
requeridos, depende das dimenses, velocidade e do perfil da
operao de cada navio.
O Energy Technologies Institute (ETI) calcula que os cilindros
rotores so mais apropriados para navios com velocidades
inferiores a 15 ns; os ventos mais propcios devero ser laterais.
Quanto maior for a razo entre as velocidades do vento e do navio,
melhor, isto , quanto mais vento houver e mais lento for o
navio, maior ser o impulso produzido pelos rotores.
stationary cylinder to a translational motion in that direction.
Figure 7 shows the vector representation to explain how it works
on a ship with one cylinder. The lift force (Magnus force or thrust)
helps propel the ship.
According to Glynn Garlick (The Engineer, June 2015 edition), these
rotors can be used on new vessels or retrofitted on existing ships.
They are available in 18m, 24m and 30m sizes and the required
number and size of rotor sails depend on the size, speed and
operating profile of each vessel.
The ETI (Energy Technologies Institute) reckons that rotor cylinders
are most suitable for ships with speeds below 15 knots; the most
favorable winds should blow sideways. The higher the ratio
between wind and ship velocities the better; in other words, the
windier it is and slower the ship, the greater the thrust produced
by the rotors.
Conclusion
This article refers to several ships that adopt the technology
based on the Magnus effect. It intends to explain how it works,
since the pilot might someday encounter a rotor ship on his
watch. It is always advisable to learn something about the
technology of the ship entrusted to him or her.

Concluso
The author is captain of the Portuguese Merchant Navy, retired
Este artigo menciona diversos navios que utilizam a tecnologia com from Lisbon port pilotage. He has a masters degree in Port
base no efeito Magnus. Pretende explicar seu funcionamento, Management, post-graduation in Marine Shipping, Port Management
prevendo a possibilidade de o prtico deparar-se com um navio and Intermodalism, Course on
rotor. Nesse caso, desejvel que conhea minimamente a Specialized Higher Studies (CESE)
tecnologia do navio que lhe foi confiado. in Administration and Maritime
Governance, degree in Maritime
O autor capito da Marinha Mercante Portuguesa, aposentado da Praticagem Governance and Technologies, and
do Porto de Lisboa. Tem mestrado em gesto porturia; ps-graduao em several courses on ship maneuvering
Transporte Martimo, Gesto Porturia e Intermodalismo, Curso de Estudos simulation. Currently he is a consultant
Superiores Especializados (Cese) em Administrao e Gesto Martima, as technical port specialist in Lloyds
licenciatura em Gesto e Tecnologias Martimas e vrios cursos de simulao Register Quality Assurance and for
de manobra de navios. Atualmente consultor como especialista tcnico other companies in the areas of
para portos da Lloyds Register Quality Assurance e para outras empresas nas port design and quality, environment
reas de projetos porturios gesto de qualidade, ambiente e segurana. and safety management.

20

Tampa Bay Pilots _ Port Wardens
PASSAGEM SOB A PONTE SUNSHINE SKYWAY
SAILING UNDER THE SUNSHINE SKYWAY BRIDGE
Para compreender a praticagem dos Estados Unidos da Amrica,
pontuaremos necessariamente especificidades intrnsecas quele
pas continental. A primeira e mais importante o fato de que no
existe uma regra que se aplique s suas 24 regies de praticagem;
cada um de seus estados soberano para fazer suas leis, regras
de ingresso (incluindo a determinao de experincia prvia),
estabelecer remunerao, avaliar a quantidade de profissionais,
estipular a idade de aposentadoria, enfim regular e regulamentar a
atividade. E assim operam mais de 1.200 prticos. A exceo
ocorre na rea de fronteira com o Canad, nos Grandes Lagos,
onde a praticagem regulada exclusivamente pela US Coast Guard
e abrange cerca de 50 indivduos. Dando continuidade a esta
seo, trataremos do Estado da Flrida e para tanto visitamos a
Tampa Bay Pilots. Com sua rota de navegao de 40 milhas
nuticas, essa praticagem quase duas vezes mais longa do que a
segunda maior no estado, possui o maior nmero de prticos e de
embarcaes, sendo Tampa, por larga vantagem, a maior regio
porturia da Flrida. E manter uma estao de praticagem na
Ilha de Egmont, assim como alguns outros fatores, a torna a
praticagem com a operao mais dispendiosa da regio. Atualmente
movimenta mais de 37 milhes de toneladas de carga, o que
representa aproximadamente um tero de todo o movimento de
carga da Flrida. Em termos fsicos tambm o maior porto do
estado, com 5.000 acres de rea e, paralelamente, emerge como
um dos oito maiores portos de passageiros dos Estados Unidos
com cerca de um milho de turistas por ano.
Localizada a oeste da linha do tratado de Tordesilhas (1494), a
Flrida, que dos 48 estados da parte continental dos Estados
Unidos da Amrica o mais meridional, foi inicialmente explorada
e colonizada pelos espanhis at 1819, quando pelo tratado
Adams-Onis foi comprada e anexada. Tornou-se o 270 estado
americano em 1845, tendo se separado em 1861, juntando-se aos
praticagem no mundo
pilotage worldwide
Ricardo Falco
To understand U.S. pilotage, we would have to highlight certain
intrinsic features of that continental country. First and foremost is
the fact that there is no rule applying to its 24 pilotage regions;
what happens is that each State is sovereign to make its own laws,
rules for entry (including confirming past experience), establish
remuneration, assess the number of professionals, retirement age,
in short, manage and regulate the activity. And this is how more
than 1,200 pilots operate. The exception is on the border with
Canada on the Great Lakes, where the U.S. Coast Guard regulates
pilotage and involves approximately 50 pilots. Next in this section,
we will discuss the State of Florida and visit Tampa Bay Pilots.
With its shipping route of 40 nautical miles, this pilotage is almost
twice as long as the second largest in their State, and has the
highest number of pilots and vessels, with Port Tampa by far
the largest in Florida. And keeping a pilotage post on Egmont Island
as well as certain other factors make it the most costly operating
pilotage in the area. Currently it shifts more than 37 million tons of
cargo, representing approximately one third of all cargo movement
in Florida. In physical terms, also, it is the largest port in the State,
covering 5,000 acres while at the same time emerging as one of
the eight largest U.S. passenger ports, with around one million
tourists a year.
Located west of the Treaty of Tordesillas (1494), Florida, which is the
southernmost of the 48 states in the continental part of the USA, was
first exploited and colonized by the Spanish until 1819, when under
the Adams-Onis treaty, it was bought and annexed. It became the
27th American State in 1845, and in 1861 separated and joined
the Confederate States of America. After the defeat of the
Confederates in 1865, Florida was readmitted as a State in 1868.
These historical data are important when we look for the origin of the
pilotage organization in Tampa Bay. On September 16th, 1822, soon
after becoming an organized territory, its legislative council approved
an act providing for appointment of pilots. In February 1839, Act no.
17 specified that the territory of Florida would appoint three discrete
and appropriate individuals to act as wardens of the Tampa Bay
port region. The port wardens were authorized within the limit of
their jurisdiction to regulate anchorage, berthing and docking of
vessels and, consequently, license the pilots.
21
 praticagem no mundo
pilotage worldwide
Estados Confederados da Amrica. Aps a derrota dos confederados,
em 1865, a Flrida foi readmitida como estado em 1868.
Esses detalhes histricos tornam-se importantes quando buscamos
a origem da organizao da praticagem na Baa de Tampa. Em 16 de
setembro de 1822, logo aps tornar-se um territrio organizado, seu
conselho legislativo aprovou um ato providenciando a indicao
de prticos. Em fevereiro de 1839, o ato nmero 17 especificava que
o territrio da Flrida indicasse trs discretos e apropriados
indivduos para atuar como guardies da regio porturia da Baa de
Tampa. Aos guardies do porto era dada autoridade dentro do
limite de sua jurisdio para regular fundeio, atracao e docagem
de embarcaes; consequentemente, era quem licenciava os prticos.
Os poderes regulatrios bsicos que permeiam a praticagem
datam de 1868. Algumas sees do artigo 310 do Estatuto da
Flrida constituem a lei controladora no que concerne aos prticos
e a sua estrutura, segundo a qual um Board of Pilot Commissioners
est autorizado a indicar prticos, praticantes, a regular seus
preos e at a conduzir inquritos em acidentes envolvendo
embarcaes que estejam sob suas competncias e tomar as
medidas apropriadas, seja absolvendo ou punindo os prticos.
interessante notar que entre 1939 e 1968 nada menos do que
30 diferentes leis sobre praticagem passaram pelo conselho
legislativo do Estado da Flrida.
Como efeito concreto de todas essas leis, tanto estaduais como
federais, os prticos estaduais operam sob dupla jurisdio.
Quando esto trabalhando em embarcao costeira americana ou
em alguma outra que esteja operando nessa rota sob licena, tal
prtico est agindo sob a autoridade de sua licena federal ou da
Guarda Costeira. Quando est realizando os mesmos servios em
embarcao de bandeira estrangeira ou at mesmo um navio
que no esteja totalmente sob o registro americano, com
tripulao e comandante americanos, o prtico estar atuando sob
a autoridade da sua licena estadual ou comisso. Esta ltima
licena emitida pelo nico Board of Pilot Commissioners do
estado, que concede licenas de praticagem em cada porto
do mesmo. bom esclarecer que duas praticagens estadunidenses
tm um sistema de Pilot Exemption Certificate para pequenas
embarcaes de recreio. A mudana nas leis de praticagem desde
o acidente do Exxon Valdez em 1989 foi uma lei federal promulgada
em 1990, que exige que as embarcaes costeiras de bandeira
americana, em vez de trabalhar com um prtico com licena
federal, tm que trabalhar com um prtico licenciado pelo Estado
do Alaska quando navegando pela Enseada do Prncipe William
(rea do acidente do Exxon Valdez).
O INCIO DA VISITA
A oportunidade de visitar a praticagem da Baa de Tampa ocorreu
em julho de 2017, em pleno vero de temperaturas altas. Toda a
visita foi gentilmente arranjada pelo diretor executivo, Captain
22
SONDAGENS ATUALIZADAS PELA USACE SOUNDINGS UPDATED BY USACE
The basic regulatory powers permeating pilotage date from 1868.
Some sections of article 310 of the Florida Statutes are the laws
controlling the pilot affairs and their structure, where the Florida
Board of Pilot Commissioners is authorized to nominate pilots,
practitioners, regulate their prices and even conduct inquests on
accidents involving vessels that are under their jurisdiction, as well
as to take proper measures, either absolving or punishing the
pilots. It is interesting to note that between 1939 and 1968 no less
than 30 different laws on pilotage passed through the Florida
State legislative council.
The practical result of all those state and federal laws is that state
pilots operate under dual jurisdiction. When they are working on an
American coastal vessel or on another vessel licensed to operate
along this route, the pilot would be working under the authority of his
federal license or of the Coast Guards. When providing the same
services on a foreign-flag vessel or even on an American ship under
registry, with American crew and captain, the pilots will be working
under the authority of state license or commission. This license is
issued by the one statewide Board of Pilot Commissioners, which
issues licenses for the pilots in each port in the state. It should
be explained that only two of the U.S. states have a pilotage
exemption system for small pleasure vessels. The change in
pilotage laws following the Exxon Valdez accident in 1989 was a
federal law adopted in 1990, that requires US-flag coastwise
vessels, which would otherwise be required to hire only a federal
licensed pilot, when in Prince William Sound, to hire a pilot licensed
by the State of Alaska (the area of the Exxon Valdez accident).
THE START OF THE VISIT
In July 2017 I had the opportunity of visiting the Tampa Bay
pilotage, in mid-summer with high temperatures. The entire visit
was kindly arranged by the executive director Captain Allen
Thompson and began at 3:50 a.m. when pilots Captain Peter Glynn
and Captain Gregg MacLaren welcomed me to the Tampa Bay
Pilots office. Port Tampa Authority had authorized a complete tour
from the chemical terminal to the Tampa Bay harbor bar
beforehand, and first we passed through this authority at 4:24 a.m.

Allen Thompson, e comeou s 3:50h, quando fui recebido pelos
prticos Captain Peter Glynn e Captain Gregg MacLaren no
escritrio da Tampa Bay Pilots. O trnsito completo desde o
terminal qumico at a barra de Tampa Bay havia sido previamente
autorizado pela Autoridade Porturia do Porto de Tampa, e
inicialmente passamos por essa autoridade s 4:24 para que eu
conseguisse uma permisso especial para acompanh-los. Aps
todos os procedimentos de ISPS, s 4:35h embarcamos no Claxton
Bay, um navio misto de petroleiro/qumico, que saiu carregado com
9,40 metros de calado em guas parelhas.
NAVIO QUMICO UTILIZADO NA VISITA CHEMICAL TANKER USED ON THE VISIT
A MANOBRA E A NAVEGAO
Ao chegarmos no passadio, Captain Gregg fez o procedimento de
troca de informaes com o comandante, o MPX, e ento colocou
suas antenas AIS/GPS de apoio ao seu Portable Pilots Unit (PPU),
uma no passadio e outra na asa de bombordo, de modo a reunir
informaes do navio e da regio porturia
(mar, ventos, corrente, alteraes de bali-
zamento, batimetria) e torn-las disponveis
para seu pronto uso. Em Tampa Bay,
atualmente, cada prtico recebe um iPad
pro, com o aplicativo SeaiQ instalado e
ajustado para as suas necessidades locais,
cuja utilizao demanda treinamento prvio
individual obrigatrio. Desse modo, todos
conhecem a completa funcionalidade do
sistema, suas limitaes e possibilidades, e conseguem integrar
a navegao visual com a eletrnica.
A manobra inicial no era algo simples; tratava-se de desatracar
um navio qumico carregado, ir dando mquinas atrs por cerca de
meia milha, em linha reta, aproveitar um canal em formato de Y
para guinar a popa em um canal auxiliar, de modo que a proa gui-
nasse at alinhar com o canal principal, para ento podermos ini-
ciar a navegao de cerca de 40 milhas nuticas. Esta parte foi
auxiliada por dois rebocadores do tipo Z drive, com um propulsor
girando em 360o na proa e outro igual na popa, de 55 toneladas de
bollard pull cada rebocador, um modelo de equipamento que nos
Estados Unidos s utilizado no Estado da Flrida. So conhecidos
praticagem no mundo
pilotage worldwide
so that I could have special permission to accompany them. After
all ISPS procedures, at 4:35 a.m. we boarded the Claxton Bay, a
combined oil/chemical tanker, which set sail loaded with a 9.40m
draft on even keel.
MANEUVER AND NAVIGATION
When we arrived on the bridge, Captain MacLaren exchanged
information with our captain, performing the MPX. He then placed
his AIS/GPS antennas as support for his PPU (Portable Pilots Unit),
one on the bridge and another on the portside wing, to combine the
ships and port regions information (tide, winds, current, marking
system, bathymetry) and set them up for ready use. In Tampa Bay
today each pilot receives an iPad pro, with an installed SeaiQ App
adjusted for local requirements, and each pilot undergoes previous
training on the use of the equipment. Therefore everyone knows
how the system fully functions, its limitations and possibilities, and
is able to integrate the visual with the electronic navigation.
The first maneuver was not at all simple; this was to undock a
loaded chemical tanker, reverse for around half a mile in a straight
line, through a Y-shaped channel to veer the stern into an auxiliary
channel, in order for the bow to swing in alignment with the main
channel, and then be able to start its navigation of around 40
nautical miles. This part was helped by two Z-drive tugs, with a
propeller turning 360o in the bow and another of the same type in
the stern. Each tug had 55 tons of bollard pull, an item of
equipment that, in the USA, is only used in the State of Florida. It
is known for its high maneuverability in sheltered places, but
susceptible in environments with waves and not ideal for a
rescue towing mission.
Navigation is regularly performed through a channel continually
dredged to 44ft (13.4m) by the United States Army Corps of
Engineers (USACE) and its bathymetry is fully checked once or
twice a year; every two or three years a fresh maintenance
dredging is undertaken, thereby allowing the ships to transit with
CAPTAIN GREGG MACLAREN E COMANDANTE DURANTE A DESATRACAO
DETALHE: ANTENA INDEPENDE DO PPU
CAPTAIN GREGG MACLAREN AND COMMANDER DURING UNDOCKING
DETAIL: ANTENNA DOES NOT DEPEND ON PPU
23
 praticagem no mundo
pilotage worldwide

pela alta manobrabilidade em locais abrigados, mas suscetveis a

ambientes com ondas, no sendo ideais para acompanhar navios
em escoteiro.

A navegao realizada por canal mantido dragado a 44 ps

(13,4m) pelo United States Army Corps of Engineers (USACE), e sua
batimetria completamente checada de uma a duas vezes por ano;
a cada dois ou trs anos uma nova dragagem de manuteno
realizada, permitindo, assim, que os navios transitem com 41 ps
(12,5m) de calado mximo, considerando a mar. Nos Estados
Unidos o canal de navegao mantido pelo USACE em profundi-
dade acordada com o governo local e a at 100 ps (33 metros)
dos terminais. A responsabilidade e o custo de dragar e manter as
profundidades nestes ltimos 100 ps do prprio terminal,
seguindo os padres de segurana daquela entidade. Em toda a
Tampa Bay existem diversos sensores meteorolgicos e de
medio de mars e correntes instalados pela National Oceanic
and Atmospheric Administration (Noaa), rgo do Departamento
de Comrcio dos Estados Unidos. Adicionalmente, a Autoridade
Porturia junto com a Guarda Costeira mantm um sistema de
informao de trfego, sempre provendo a praticagem, de modo
que os cruzamentos possam ser ajustados para pontos seguros, e
as situaes crticas, evitadas.
INCIO DA MANOBRA
Navegar a essa hora da manh exige muita concentrao, pois
horrio em que o corpo de qualquer pessoa tende a ficar sonolento.
Alguns cruzamentos com outros navios acontecem ao longo do dia.
Os prticos trabalham em regime de 15 dias de trabalho por 15 dias
de folga, sendo que durante o perodo de servio, individualmente
fazem cerca de 17 servios quando est tranquilo e 22 quando com
alto movimento de embarcaes, que varia de dez a 20 navios por
dia demandando aquela regio. Na estao de navios de passageiro,
chegam a fazer oito navios por ms em outubro e novembro.
PPU AUXILIANDO A DISPONIBILIZAO DE INFORMAES PARA O PRTICO
EM CONJUNTO COM A MANOBRA VISUAL
PPU HELPING TO PROVIDE THE PILOT WITH INFORMATION TOGETHER
WITH VISUAL MANEUVER
41ft (12.5m) maximum draft, depending on the tide. In the United
States, USACE maintains the navigation channel at a depth agreed
with the local government and no more than 100ft (33 meters) in
the terminals. The terminal itself is responsible for the cost of
dredging and of maintaining the depths of the last 100ft, adopting
that agencys safety standards. Throughout Tampa Bay there are
various meteorological, tide and current metering sensors installed
by NOAA (National Oceanic and Atmospheric Administration), a U.S.
Trade Department agency. Moreover, the Port Authority together
with the Coast Guards maintains a traffic information system,
providing the pilots with ongoing information, so that the crossings
can be adjusted for safe points and to avoid critical situations.
START OF THE MANEUVER
Navigating at this time in the morning requires a lot of concentra-
tion. It is a time when a persons body is still rather sleepy. We
crossed with other ships during the day. The pilots work on a
15-day on/15-day off system, and during the working period they
individually do around 17 jobs at a quiet time and 22 when there
are many more vessels, varying from 10 to 20 ships a day on their
way to that region. During the passenger ship season, eight ships
arrived each month in October and November.

CARGO TRANSPORTATION IN THE REGION

REBOCADOR Z DRIVE OPERANDO DURANTE A DESATRACAO E NAVEGAO INICIAL
Z-DRIVE TUG OPERATING DURING THE UNDOCKING AND INITIAL NAVIGATION
TRANSPORTE DE CARGAS NA REGIO
O maior volume de cargas de fertilizantes para exportao,
sendo o Brasil um grande mercado consumidor. Cerca de 40% do
movimento de combustvel, pois uma lei estadual no permite a
instalao de refinarias nem de oleodutos. Todo o combustvel utilizado
no estado chega de navio, pois a poucos metros de profundidade
24
The largest cargo volume is fertilizers for export, Brazil being a
major consumer market. Around 40% of the movement is fuel,
since state legislation does not permit the installation of refineries
or oil pipelines. All fuel used in the State arrives by ship since the
groundwater is only a few meters deep, which means that any spill
could become a widespread environmental disaster.
Todays ships have been designed to accommodate the types of
cargo they will carry, which results in a wide variety of vessels

existe gua no solo, fazendo com que um eventual vazamento pudesse
se tornar uma catstrofe ambiental capilarisada por vasta regio.
Atualmente os navios tm sido desenhados para acomodar os tipos
de carga que iro transportar, o que resulta em uma grande
variedade de embarcaes frequentando o porto de Tampa Bay.
Desde a dcada de 1960, novas reas foram desenvolvidas para
manejar o constante aumento de carga que depende do transporte
martimo, e com isso o nmero de prticos subiu de 15 at os
atuais 23 profissionais, o que representa aproximadamente 25%
dos profissionais da Flrida. No foi, entretanto, apenas o nmero
que mudou, mas tambm a demanda no sentido de que
desenvolvam o mximo de eficincia no uso dos canais enquanto
mantm margem de segurana que proteja o Estado da Flrida e
seus cidados. Em 1969, 1.927 navios movimentaram cerca de 20
milhes de toneladas de carga. Nos dias de hoje, 4.046 navios
movimentam 39 milhes de toneladas de bens, sendo inevitvel a
expanso futura, sobretudo aps a concluso do novo Canal do
Panam e do advento do Gulf Coast Advantage, uma aliana entre
os portos de Tampa, Houston e Mobile voltada para o trfego
internacional de mercadorias.
JULGAMENTO INDEPENDENTE
O Estado da Flrida possui forte legislao que regula os cerca de
100 prticos que atuam nos seus 14 portos de guas profundas.
Esse fator por si s decorrente do reconhecimento do papel vital
que o prtico exerce a lei determina que os prticos protejam
a total extenso das guas, terminais, regio porturia, meio
ambiente, vida e propriedade , sendo a segurana seu principal
objetivo. Os instrumentos legais fazem com que o prtico aja para
o interesse pblico e mantenha julgamento com independncia em
relao a qualquer presso econmica que possa comprometer a
segurana da navegao.
FORMAO DE PROFISSIONAIS
Para atender a tantos desafios, a formao dos prticos tambm no
nada simples. Assim como todos os outros aspectos que dizem
respeito profisso, a Pilot Board Commission do Estado da Flrida
que regula o mecanismo de acesso e o treinamento. Como ponto
base necessria a passagem por uma das academias da Marinha
mercante norte-americana, de onde saem, aps quatro anos de
treinamento em bases militares, com curso superior completo e com
a licena de segundo oficial de nutica. No incomum que possuam
cerca de dez anos de experincia antes de conseguir passar no dis-
putado exame de qualificao para ocupar posio em algum porto,
todo feito mediante avaliao escrita. Na sequncia, so treinados
intensivamente durante pelo menos dois anos e em alguns casos
mais de trs anos, perodo em que realizam de muitas centenas a
alguns milhares de manobras, dependendo da regio em que iro
atuar. Em mdia, os prticos levam 11 anos de formao profissional
mercante ao concluir todo o processo. O treinamento especfico
para cada regio e vlido apenas para a rea de atuao. Em Tampa
Bay, aps seis meses de treinamento, os prticos iniciam o trabalho
praticagem no mundo
pilotage worldwide
ADMINISTRANDO O CRUZAMENTO EM JUNO MAIS LARGA DO CANAL DRAGADO
HANDLING THE CROSSING AT A WIDER JUNCTION OF THE DREDGED CHANNEL
calling on Tampa Bay port. Since the 1960s, new areas have been
developed to handle the ever-increasing cargo that depends on sea
transportation and, as a result, the number of pilots has risen from
15 to the current 23, practically 25% of Floridas professionals. But
not only has the figure changed but so also has the demand on
them to develop the maximum efficiency in using the channels
while keeping a safety margin that protects the State of Florida and
its citizens. In 1969, 1,927 ships shifted around 20 million tons of
cargo. Today, 4,046 ships shift 39 million tons of goods, so future
expansion is inevitable, even more so after the new Panama Canal
and advent of Gulf Coast Advantage, an alliance between Port
Tampa and the ports of Houston and Mobile, focusing on interna-
tional freight traffic.
INDEPENDENT JUDGMENT
The State of Florida has strong legislation regulating around 100
pilots working in its 14 deep-water ports. This factor alone is the
result of the recognition of the pilots key role, and the law
determines that the pilots protect the full extent of the water,
terminals, port region, environment, life and property, with safety
their main objective. The legal instruments make the pilot serve the
public interest and make an independent judgment regarding any
economic pressure that might compromise shipping safety.
PROFESSIONAL TRAINING
Training a pilot is not at all simple since it addresses so many
challenges. Like all other aspects regarding the profession it is
the Florida State Board of Pilot Commissioners that regulates the
access mechanism and training. Basically it is necessary to go
through one of the North American merchant navy academies,
where after four years of training under a military system, they
leave with full university degree and a license of second mate. It is
not unusual to have around 10 years experience before managing
to pass the competitive qualifying exam for a position in a port, all
done through a written assessment. Next, they are intensively
trained for at least two years, with some cases exceeding three
years, when they undertake hundreds and even thousands of
maneuvers, depending on the region where they will be working.
25
 praticagem no mundo
pilotage worldwide
em navios pequenos e durante suas folgas em navios de porte
maior. Cada evoluo exige um nmero diferente de manobras, at
que os prticos obtenham a sua licena plena e ilimitada. Durante
o treinamento precisam passar em uma prova na qual desenharo
toda a rea da carta nutica em uma folha em branco, incluindo
todos os auxlios navegao, canais de acesso, perigos
navegao, etc. Os exames mdicos so anuais.
Segundo o Captain Peter Glynn, entretanto, os maiores obstculos
enfrentados pelos prticos plenos so os meteorolgicos, o que faz
dos navios de passageiros seus maiores desafios. A enorme rea vlica
torna complexo o trnsito, que interrompido quando o vento ultra-
passa 25 ns de velocidade, obrigando o navio a fundear em rea
abrigada. Lembremos que a Flrida rea com temporada anual de
furaces. Durante a fase de treinamento todos vo pelo menos uma
vez fazer o curso de manned model em Port Revel, na Frana, exign-
cia da resoluo A-960 (23) da Organizao Martima Internacional.
PREO DO SERVIO
O servio prestado segundo o modelo de custo para o armador
disponvel em outros portos na Flrida. A requisio feita com no
mnimo 24 horas de antecedncia. Inicialmente, multiplica-se um
valor preestabelecido por p de calado pelo calado mximo da
embarcao, havendo valores mnimos a ser aplicados, dependendo
do porte bruto da mesma (TAB). Esse valor ento somado ao
resultado da multiplicao de outro valor preestabelecido pelo
maior valor de porte bruto (no caso da embarcao possuir mais de
uma medio). Para embarcaes que estejam sem propulso ou
sem governo, o valor dobra. O mtodo leva tambm em conta os
valores adicionais para troca de bero, de acordo com a regio
em que esteja atracado, para atracao, desatracao, fundeio,
suspender, para caso de cancelamento e at de deteno do navio,
cobrada em caso de atraso de desatracao ou de chegada
atrasada no ponto de embarque do prtico, tambm em casos de
demora na navegao por solicitao do comandante ou agente do
navio, ou para servios em rota como ajuste de agulha giroscpica,
reparo ou teste de mquinas e at quando se aguarda que o navio
providencie um mtodo seguro para o desembarque do prtico.
Esses detalhes fazem parte da rotina de cobrana do servio de
praticagem, com caractersticas semelhantes s de muitos lugares
no mundo. Um detalhe, porm, se destaca: a praticagem do Estado
da Flrida em geral, assim como o servio oferecido pelos prticos
de Tampa Bay em particular, tem ocorrido como um servio pblico,
regulado desde a sua criao para que no haja nenhum custo para os
seus cidados mediante impostos, assim como sem risco ou responsa-
bilidades para ningum alm dos armadores ou dos prprios prticos.
O controle estadual sobre o preo cobrado pelo servio uma das
caractersticas locais importantes, como pontuou em 1928 o juiz Hon.
S.M. Sparkman em seu livro Hillsborough County History sobre o
desenvolvimento dos portos: nenhum outro local no pas talvez
tenha completo controle sobre suas cobranas originais assim como
sobre o manejo do comrcio feito em suas guas alm de Tampa.
26
CRUZAMENTO COM NAVIO COM PROBLEMA DE GOVERNO E REBOCADOR ASSISTINDO
SAILING BY A TUG-ASSISTED VESSEL WITH STEERING PROBLEM
On average, a pilot takes 11 years of merchant marine training to
complete the entire process. The training is specific to each region
and valid only for their area of work. In Tampa Bay, after six
months training the pilot starts work on small ships and during his
leave will be working on larger ships. Each stage of progress
requires a different number of maneuvers, until the pilot achieves
his full, unlimited license. During training they need to pass a test
where they draw the whole area of the nautical chart on a blank
sheet of paper, and including all the navigation aids, access
channels, navigation hazards, and so on. Medical examinations
are annual. According to
Captain Peter Glynn, the
major challenges for
the fully-fledged pilots
are meteorological,
which makes passenger
ships the greatest
challenge. With the
huge sail area,
CAPTAIN GREGG E/AND CAPTAIN PETER
the traffic is by no
means easy, and is interrupted forcing the ship to anchor in a
sheltered area when the wind velocity exceeds 25 knots. We must
remember that Florida is an area with an annual hurricane
season. During the training stages, pilot trainees and existing
pilots are recommended manned model courses, by the
Resolution A-960 (23) of the International Maritime Organization.
PRICE OF SERVICE
The service is provided at the same cost model for the ship owner
as in other ports in Florida. The requisition is made with at least 24
hours notice. First, a preset value per draft foot is established for
the maximum draft of the vessel, and minimum values will be
charged, depending on the gross tonnage (GT). This figure is then
added to the product of multiplying another preset value for the largest
gross tonnage (should the vessel have more than one measurement).
The value doubles for propulsion-free or ungoverned vessels. The
method also takes into account extra charges for shifting, depending
on the region where it is moored, for docking, undocking, anchoring,
heaving in case of cancellation, and even detaining the ship, when
this is charged in case of delay in undocking or late arrival at the
pilots onboarding point. Also in cases of a delay in navigation at
the request of the captain or ships agent, or for services on route,
such as an adjustment to a gyroscopic needle, machinery repair or

FINAL DA NAVEGAO
Aps quatro horas de
navegao com o navio
em regime de toda
fora de mquinas (sea
speed), passamos pela
ponte Sunshine Skyway,
que limita o calado
areo dos navios em 180
ps (54,86m) e navega-
FINAL DA NAVEGAO END OF NAVIGATION
mos para passar a Ilha
de Egmont Key e logo em seguida desembarcarmos ao final do canal
balizado de acesso. Alguns cruzamentos foram feitos, nos quais
a ferramenta do PPU ajudou todos os envolvidos a controlar os
pontos mais favorveis, permitindo que ajustassem suas velocidades
o tempo todo. Desde o incio da travessia, o fato de haver informaes
disponveis on time permitiu que os navios com os quais cruzamos no
final j pudessem ser percebidos pelo prtico e monitorados em alto-
mar, muito antes de se aproximar e de ter um prtico embarcado, e
isso por meio de tecnologia simples e barata, disponvel pelo sinal
de AIS das embarcaes distribudo pela internet.
Desembarcamos em uma das
quatro lanchas da praticagem,
a Manatee, o que normalmente
feito velocidade de 10 a 12
ns. Construda em alumnio de
alta qualidade e propulso a
hidrojato, com 54 ps, o custo
de uma lancha dessas gira em
torno de 1,2 a 1,4 milho de
dlares. O deep V utilizado
um conceito que a Gladding-
Hearn Shipbuilding, localizada
PREPARAO PARA O DESEMBARQUE em Massachusetts, utiliza,
EM GUAS DESABRIGADAS
GETTING READY TO GO ASHORE IN
desenvolvido junto com o
UNSHELTERED WATERS famoso projetista Ray Hunt.
Desembarcamos da lancha em um
parque estadual perto de Fort de
Soto, nas proximidades de praia
considerada uma das mais belas
do mundo. Ao retornar fui recebido
pelo Captain Allen Thompson que
cordialmente me presenteou com o
livro Dedication to service. The
history of piloting on Tampa Bay
through three centuries escrito
por Carrie Caignet.
DESEMBARQUE CAPTAIN GREGG
CAPTAIN MACLAREN DISEMBARKING
Ricardo Falco prtico da ZP-01 e vice-presidente da IMPA
Ricardo Falco is an Amazon River Pilot and IMPA's vice-president
praticagem no mundo
pilotage worldwide
test and even when waiting for the ship to provide a safe method
for the pilot to disembark.
These details are part of the collection routine of the pilotage
service, with characteristics similar to other places in the world.
Now one outstanding detail: pilotage of the State of Florida in
general, and the service offered by the Tampa Bay Pilots in particular,
is a public service, regulated since its creation at no cost to its
citizens through taxation, and without risk or liability to anyone
who is not a ship owner or the pilots themselves.
State control on the price for the service is one of the important
local characteristics, as pointed out in 1928 by the judge Hon. S. M.
Sparkman in his chapter of the book Hillsborough County History
on the development of the ports: no other place in the country has
such complete control over its original charges and over the
handling of its water commerce than Tampa.
PONTO DE TRANSBORDO DOS PRATICOS PILOTS TRANSSHIPMENT POINT
END OF NAVIGATION
After fours hours of sailing at full sea speed, we passed under
the Sunshine Skyway bridge, which restricts the air draught of the
ships to 180ft (54.86m), sailed past Egmont Key island and soon
disembarked at the end of the marked access channel. Some
crossings were made, where the PPU tool helped all those
involved to control the most favorable points, always allowing
adjustment to their speeds. From the start of the crossing, the fact
of having at our disposal real-time information, permitted the
data of the ships with which we crossed at the end to be
collected by the pilot and monitored in the open sea, well before
approaching and having a pilot on board, using simple low-cost
technology, available from the vessels online AIS signal.
We disembarked in one of the four pilot boats, the Manatee,
normally at a speed of 10-12 knots. Built in top quality aluminum
and with hydro jet propulsion, 54ft long, the cost of this type of
motorboat is around 1.2-1.4 million dollars. The deep V is a design
used by Gladding-Hearn Shipbuilding, based in Massachusetts,
and developed in conjunction with the famous designer Ray Hunt.
We disembarked in Fort De Soto Park in Florida, considered to have
one of the best beaches in the world. On my return, Captain Allen
Thompson welcomed me and kindly presented me with the book
Dedication to Service, The History of Piloting on Tampa Bay
through Three Centuries by Carrie Caignet.
27
 segurana
security
Escada de quebra-peito na berlinda
Instrumento essencial para a praticagem desde seus primrdios, a
escada de quebra-peito faz parte das coisas que no se discutem
nessa atividade; o que parecia ser imutvel, entretanto, recebeu
alguns questionamentos, que chegaram ao plenrio da International
Maritime Organization (IMO).
H cerca de trs anos, foi feita uma solicitao da International
Association of Classification Societies (Iacs) no sentido da
aceitao de uma interpretao da Solas permitindo que, na
situao especfica de navios com inclinao de 15 graus para
um dos lados, que necessitasse pegar prtico a bordo e no tivesse
a portal, fosse instalada uma escada de quebra-peito com altura
superior do padro, de nove metros.
"Quinze graus de inclinao no parece ser muito, mas, se voc
fizer clculos de geometria bsica, esses 15 graus de inclinao em
um navio muito largo significam quase 10 metros a mais, o
que poderia determinar que o tamanho de uma escada de quebra-
peito pudesse chegar a quase 20 metros de altura", esclarece o
prtico Marcelo Cajaty, representante do CONAPRA na delegao
brasileira perante a IMO.
Cajaty, prtico no porto de Rio Grande e ex-presidente do CONAPRA,
conta que o assunto foi discutido ao longo de vrias reunies
28
Pilot ladder in the
spotlight
The pilot ladder has been an essential fixture since early times
and is an undisputed item of this activity, but what seemed to
be unchangeable is now being debated in the plenary of the
International Maritime Organization (IMO).
Around three years ago, a request from the International
Association of Classification Societies (IACS), asked for acceptance
of a Solas interpretation to permit that, in a specific situation of
ships with a list of 15o on one side of the vessel, which would have
to pick up a pilot onboard and not having a boarding ladder, a pilot
ladder would be installed higher than the nine-meter standard.
"A list of 15o does not seem much, but if you do basic geometry
calculations, that list of 15 o on a very large ship means almost
another 10 meters, which could mean that the size of a pilot
ladder could become almost 20 meters in height", explains
pilot Marcelo Cajaty, the CONAPRA representative in the Brazilian
IMO delegation.
Cajaty, a Rio Grande port pilot and former president of CONAPRA,
tells us that the matter was discussed over several meetings of
 segurana
security

da entidade, porque uma resoluo precisa ser aprovada ou

descartada por consenso dos 150 pases-membros da IMO.

"O idioma utilizado para as resolues o ingls, e muitas vezes se

discute cada palavra para que no haja interpretaes diferentes,
porque um pequeno detalhe pode depois gerar consequncias
legais ou financeiras nos pases-membros", explicou Cajaty.

No caso da solicitao da Iacs, o que pesou foi a questo da

segurana do prtico, acrescentou. "Estamos falando de uma
escada que vertical, no de uma escada normal, que cheia
de degraus e voc pode parar a qualquer momento. Numa
escada vertical voc no tem como parar; tem que ir at o fim,
mesmo se seu brao cansar."

Segundo Cajaty, o assunto foi debatido e, no final, no foi aprovado.

"At porque era uma coisa meio absurda, j que poria em risco a
segurana de um homem. No final, foi encontrada uma soluo que
atendia s questes de segurana e tambm limitava os casos
que causavam preocupao indstria", avaliou Cajaty.

"Como os grandes navios j posuem uma portal, a deciso da IMO

atinge apenas os pouqussimos casos de navios pequenos e
mdios", destacou o ex-presidente do CONAPRA.

A solicitao apresentada pela Iacs no foi a nica relacionada

escada de quebra-peito. A madeira usada para construir a escada
tambm foi alvo de recente polmica.

Depois de vrios sculos sendo feita em todo o mundo com

madeira "livre de ns", a delegao do Japo apresentou um
documento no ltimo Subcomit de Navegao, Comunicao e
Resgate (NCSR), com o pedido de permisso de que os degraus da
escada de quebrapeito tivessem ns.

"A ltima verso da Solas, que alterou alguns procedimentos de

embarque e desembarque, mantinha a determinao de que os
degraus de madeira da escada de quebra-peito devem ser livres
de ns. O Japo alegava dificuldade em obter madeira livre de
ns e sugeria um abrandamento para aceitao de alguns tipos
especficos de ns", relatou Cajaty.

"A IMO reagiu de forma enftica: a instruo de degraus livres de

ns existe h dcadas. Os ns enfraquecem a madeira, que pode
quebrar durante a escalada do prtico e/ou causar ferimentos nas
mos do profissional devido ao fato de sua superfcie irregular
poder apresentar farpas", argumentou Cajaty.
the organization because a resolution needed to be approved or
"Muito Barulho por Nada?" discarded by consensus of the 150 member states of the IMO.

Para um leigo em questo de praticagem ou at mesmo para "English is the language used for these solutions, and each word is
pessoas inseridas no mundo da navegao, mas sem conheci- discussed so as not to leave any different interpretations, because
mento sobre as atividades de um prtico, discusses longas sobre a tiny detail could later give rise to legal or financial consequences
o tamanho da escada quebra-peito ou sobre a madeira usada para for the member countries", Cajaty explained.

29
 segurana
security

confeccion-la podem parecer exageradas mas, alm da In the case of the IACS request, what mattered was the question
importncia em termos da segurana dos prticos, no se of the pilots safety, he added. "Were talking about a ladder that is
pode perder de vista as consequncias futuras de se questionar vertical, not a normal ladder, which is full of steps and allows you
pontos aparentemente, menores, acredita Marcelo Cajaty. to pause at any time. But you cant pause on a vertical ladder,
you have to continue to the end, even if your arms are tired".
Para o representante do CONAPRA na delegao brasileira junto
ao IMO, "uma coisa aparentemente inocente d azo a brechas According to Cajaty, the subject was discussed and, in the end,
na segurana por questes puramente econmicas e abre a was not approved. He said: "Apart from anything else, it was quite
possibilidade de se discutir uma srie de assuntos, que podem ridiculous since it would endanger a persons safety. In the end, a
prejudicar no s a praticagem, como tambm o Brasil". solution was found that satisfied the safety issues and also was
restricted to cases that caused concern to the industry".
"As coisas mais absurdas podem ser debatidas no momento em
que voc abre uma discusso sobre algo j estabelecido, porque The former CONAPRA president pointed out that since large ships
elas podem gerar consequncias em escala. Por esse motivo, already have a boarding ladder, the IMO decision only affects the
importante estar sempre vigilante. E a delegao brasileira est very few cases of small and medium-size ships".
vigilante, acompanhando todo e qualquer assunto que possa ser
contra os interesses do Brasil", advertiu Cajaty.

Procedimentos Necessrios ao Embarque do Prtico

de acordo com o Solas V/23 e a Resoluo A.1045 (27) da IMO
lamina avulsa.indd 1

OBSTRUCTIONS

REQUIRED BOARDING ARRANGEMENTS FOR PILOT

All pilot ladder winch reels should

used for transfer

Ships side doors

should not open

have a means of prevention from
PILOT LADDER WINCH REEL

operative on manually operated

operative safety device to lock

Power winches must have an
NO

being accidentally operated.

The brake and lock must be

outward
In accordance with SOLAS V/23 & IMO Resolution A.1045(27)
the winch in position.
Clearance
Minimum
D BOARDING ARRANGEMENTS FOR PILOT

Min. 91.5cm
220cm

INTERNATIONAL MARITIME PILOTS ASSOCIATION

Min. 91.5cm

H.Q.S. Wellington Temple Stairs, Victoria Embankment, London WC2R 2PN Tel: +44 (0)20 7240 3973 Fax: +44 (0)20 7210 3518 Email: office@impahq.org

Procedimentos Necessrios ao Embarque do Prtico

mple Stairs, Victoria Embankment, London WC2R 2PN Tel: +44 (0)20 7240 3973 Fax: +44 (0)20 7210 3518 Email: office@impahq.org

winches.
Pad eye

This document and all IMO Pilot-related documents are available for download at: http://www.impahq.org

de acordo com o Solas V/23 e a Resoluo A.1045 (27) da IMO

75cm
Side opening

Max. 80cm
Handholds
Min. 70cm

A
RIGGING FOR FREEBOARDS COMBINATION ARRANGEMENT PILOT LADDER WINCH REEL
75cm
Max. 80cm
Handholds
Min. 70cm

NO!
OF 9 METRES OR LESS FOR SHIPS WITH A No shackles,
knots or splices
FREEBOARD OF MORE
Clearance
Minimum

Minimum

NO!
220cm

91.5cm

THAN 9 METRES The steps must be

Minimum
Clearance
Minimum

HANDHOLD Handholds
Max. 80cm
Handholds
Min. 70cm

91.5cm

equally spaced
220cm

STANCHIONS Min. 70cm WHEN NO SIDE DOOR AVAILABLE

This document and all IMO Pilot-related documents are available for download at: http://www.impahq.org

Max. 80cm
Min. Diam. 32mm NO! Handholds
A

C
B

Min.120cm The steps must be Min. 70cm Minimum

Above Bulwark horizontal and chocks Max. 80cm Clearance
under the steps must be Pad eye 220cm
tightly secured
Bulwark & Pilot ladder

NO! NO
secured to deck

Spreaders must OBSTRUCTIONS

strong points

PILOT LADDER not be lashed Min. 91.5cm

in contact with bridge

MAN-ROPES Must extend between steps

Responsible Officer

(without knots) at least 2 metres

Min. Diam. 28mm above lower
platform
NO! Min. 91.5cm
Max. Diam. 32mm ACCOMMODATION Side ropes must
IF REQUIRED be equally spaced
In accordance with SOLAS V/23 & IMO Resolution A.1045(27)

LADDER
INTERNATIONAL MARITIME PILOTS ASSOCIATION

BY THE PILOT SPREADER Secured to

Min. 180cm Long ships side NO! B
Ladder must be The steps should
firmly attached Maximum not be painted,
to ships side dirty or slippery
Loops and tripping

45 slope Should lead aft All pilot ladder winch reels should
under the steps must be

1.5 metres above

tripping hazard
lines present a

rigidly secured to deck

horizontal and chocks

SIDE ROPES accommodation have a means of prevention from

MAXIMUM 9 STEPS
Handhold stanchions
Pilot Launch
and foul the

Min. Diam. 18mm platform 0.5m being accidentally operated.

The steps must be

The steps must be

Lower
NO!
be equally spaced

Between spreaders
The steps should

dirty or slippery
Side ropes must

Minimum
knots or splices

Spreaders must

not be painted,

platform
tightly secured
equally spaced

between steps

NO!

Loops and tripping

not be lashed

Clearance Handholds The brake and lock must be

No shackles,

horizontal
ALL STEPS lines present a 220cm Min. 70cm operative on manually operated
Min. 40cm
self-igniting light

The lower 2m tripping hazard Max. 80cm winches.

Must rest firmly
NO!

NO!

NO!

NO!

NO!

NO!

Lifebuoy with

platform and foul the

against ships side
shall be a Recommended Pilot Launch Power winches must have an
31-35cm A pilot ladder minimum 9 metres operative safety device to lock
requires a climb of 5 metres freeboard mark the winch in position.
of not less than above the sea
1.5 metres and 2m
no more than
9 metres Minimum
Handhold stanchions Responsible Officer 91.5cm
STERN BOW
ACCOMMODATION

rigidly secured to deck in contact with bridge

COMBINATION ARRANGEMENT

freeboard mark

5th STEP
Recommended

From bottom C
STERN BOW
45 slope Should lead aft

must be a spreader Side opening

9 metres
Secured to
ships side
LADDER
FREEBOARD OF MORE
WHEN NO SIDE DOOR AVAILABLE

6 METRES Handholds
FOR SHIPS WITH A

Accommodation Minimum
Min. 70cm
THAN 9 METRES

unobstructed
0.5m

ladder should Clearance

ships side Height Max. 80cm
Maximum

be secured to 220cm
Required by Pilot Ships side doors
2m

2m

ships side used for transfer

Accommodation
horizontal

should not open

platform

(Using eyepad,
ladder should
be secured to

outward
Lower

magnetic or
above the sea

pneumatic
ships side
of 5 metres
The lower

system)
minimum
shall be a
platform

(Using eyepad, 75cm

magnetic or 75cm
1/5/12 1:17 PM

pneumatic
Minimum
system) Bulwark & Pilot ladder 91.5cm
Lifebuoy with secured to deck
PILOT LADDER

1.5 metres above

at least 2 metres

self-igniting light strong points

accommodation

requires a climb
of not less than
firmly attached
Ladder must be

1.5 metres and

A pilot ladder

no more than
to ships side
Must extend

above lower

platform

9 metres
platform

30
9 STEPS
DS

eaders

reader
Long
R
 segurana
security

The request submitted by IACS was not the only one with regard to
the pilot ladder. The wood used to build the ladder was also a
recent contentious issue.

After many centuries of the ladder being made worldwide using

knot-free wood, the Japanese delegation submitted a document
at the last Subcommittee on Navigation, Communications and
Search and Rescue (NCSR), with the request for the pilot ladder
rungs to have knots.

"The latest Solas version, which amended some embarking and

disembarking procedures, upheld the determination that the pilot
ladders wooden rungs should be knot-free. Japan alleged difficulty
in procuring knot-free wood and suggested slackening the rules for
some specific types of knots", reported Cajaty.

"IMO reacted strongly: the ruling on knot-free rungs has existed for
decades. The knots weaken the wood, which could break during
the pilots ascent and/or injure his/her hands due to its irregular
surface that may have splinters, said Cajaty.

"Much Ado about Nothing?"

Marcelo Cajaty believes that for a layman on pilotage or even for

people involved in the world of navigation but knowing little about
pilot activities, long discussions on the size of a pilot ladder or
about the wood used to make it could seem excessive, but besides
the importance in terms of pilot safety, future consequences of
raising apparently minor issues cannot be ignored.

The opinion of the Conapra representative in the Brazilian IMO

delegation is that something apparently innocent leads to security
gaps purely for economic reasons and opens the way to possibly
discussing a series of issues that could be detrimental not only to
pilotage but also to Brazil".

"The most absurd things might be addressed when you start

discussing something already established, because they could
create major consequences. That is why it is important to be
always vigilant. And the Brazilian delegation is vigilant,
accompanying each and every subject that could be against
Brazils interests", cautioned Cajaty.

31
 histria
history
Fronteiras da Amaznia _ A odissia de um jovem capito-
tenente na regio mais misteriosa e fascinante do Brasil
"Assim como milhes de brasileiros, eu tambm, durante a longa
jornada escolar, quase nada aprendi, nem me foi ensinado sobre a
Amaznia brasileira... Somente depois que ingressei na Escola Naval
que, na primeira viagem de instruo, tive a oportunidade de subir
o Amazonas, at Manaus. Da por diante me tornei um apaixonado
estudioso daquela regio imensa, de propores continentais, que
abrange uma rea de quase 4.000 quilmetros quadrados, aproxima-
damente 45% de todo o territrio nacional... Os nicos caminhos
viveis para penetrao na selva eram os cursos dos rios, na poca
da ocorrncia dos fatos narrados, nem um quilmetro de estrada
havia sido construdo. A mata era to espessa e indevassvel, que a
qualquer hora do dia, a escurido das abbadas era absoluta..."
Assim, comea o livro Fronteiras da Amaznia _ Uma guerra
silenciosa escrito por Acio Pereira de Souza, com base nas suas
memrias do tempo passado na regio. Comea no final de 1949,
quando o autor era um jovem capito-tenente da Marinha brasileira
e foi alado ao comando do navio-tanque Garcia D'vila, tendo
como misso apoiar as corvetas Cananeia, Cabedelo e Carioca no
patrulhamento das fronteiras da Amaznia.
O patrulhamento foi iniciado na poca devido a um incidente de
fronteira, quando um pacato gaiola do servio de navegao da
Amaznia foi posto a pique por uma canhoneira colombiana, sediada
em Letcia que buscava navios peruanos e entrou em guas
brasileiras por erro de uma tripulao embriagada, causando a morte
de 112 das 120 pessoas que estavam no gaiola.
Durante cinco anos, as operaes navais executadas pelas corvetas,
sempre com o apoio do petroleiro, proporcionaram ao autor a
oportunidade de observar e refletir sobre os graves problemas
socioeconmicos de uma regio rica, cobiada internacionalmente,
mas ignorada pelo poder central.
J em sua primeira misso, em passagem pela Baa de Maraj, o
autor encontra uma das situaes que mais o indignaram em sua
experincia na regio, o contrabando de madeira, transportada por
cargueiros de vrias nacionalidades: "... somente naquela tarde,
cruzamos com cinco cargueiros e soubemos pelo velho prtico que
eles entravam pela barra norte do rio Amazonas, iam direto s
'serrarias', que proliferavam na regio das ilhas, (mais de cem),
onde carregavam a madeira de lei (jacarand, mogno, acapu, ip,
etc.) que j se achava cortada e preparada para o embarque. As
'serrarias' verdadeiros matadouros da Floresta Amaznica, eram
responsveis por cerca de 80.000 tolenadas de toros de rvore
seculares que, diariamente eram exportadas ilegalmente, pois, como
investiguei mais tarde, nunca ningum pagou um centavo sequer de
imposto nesta mortfera indstria de extermnio. Como no podia
deixar de ser, as 'serrarias' eram todas de 'propriedade' de polticos
da regio".
32
Amazon Frontiers The odyssey of a
young lieutenant commander in the most
fascinating and mysterious region of Brazil
"Like millions of other Brazilians, I learned almost nothing about
the Brazilian Amazon in my long school years... Only after I joined
the Naval College, on my first training voyage was I to have the
opportunity to sail up the Amazon as far as Manaus. From that
moment I became a passionate scholar of that vast region of
continental proportions, covering an area of almost 1,550 million
square miles, around 45% of the entire national territory.... The
only feasible routes to penetrate the jungle were by the inland
waterways. At the time of these facts not one kilometer of road
had been built. The forest was so thick and unfathomable that at
any time of the day darkness was absolute under the forest canopy..."
This is the beginning of the book "Fronteiras da Amaznia - Uma
Guerra Silenciosa" [Amazon Frontiers A Silent War] written by
Acio Pereira de Souza, based on his memories of the years spent in
the region. It begins at the end of 1949, when the author, as a young
lieutenant commander in the Brazilian Navy, was given the command
of the tanker ship Garcia D'vila, on a mission to support the corvettes
Cananeia, Cabedelo and Carioca in patrolling the Amazon frontiers.
The patrol was instigated at that time due to a border incident
when a Colombian gunboat based at Leticia sunk a peaceful
riverboat of the Amazon shipping service. The gunboat had been
looking for Peruvian ships, but its drunken crew mistakenly entered
Brazilian waters, and caused the death of 112 of the 120 people on
board the riverboat.
For five years, naval operations of the corvettes, always with the tanker
in attendance, provided the author with the opportunity to observe
and reflect on the serious socioeconomic problems of a rich region,
coveted internationally but ignored by the central government.
Already on his first mission sailing through the Bay of Maraj, the
author encounters one of the situations that most outraged him in
his experience in the region lumber smuggling, carried by cargo
ships of various nationalities:"... In just one afternoon we came
across five freighters and learned from the old pilot that they were
entering through the bar North of the Amazon river and aiming
straight for the sawmills that proliferated around the islands
(more than a hundred) where they carried the hardwood (rosewood,
mahogany, acapu, roble, etc.) already cut and ready for shipment.
The sawmills' real abattoirs of the Amazon rainforest, were
responsible for around 80,000 tons of centuries old tree trunks that
every day were exported illegally; and having investigated later, I
found that no one ever paid one cent whatsoever in tax in this

Ainda em sua primeira misso, o jovem comandante presenciou o
que descreveu como "a mais tenebrosa das vises da minha vida, a
qual nunca se apagou da minha memria": a invaso do seu navio
por grupos de leprosos, que chegaram em canoas, todas com uma
cobertura de palha, e subiram rapidamente a bordo. "Eles estavam
por toda a parte, coitados, horrivelmente mutilados, pediam comida,
roupas, objetos de uso pessoal. Enfim, tudo lhes era dado pelos
marinheiros, atnitos, perante aquele espetculo infinitamente
constrangedor. No sei quanto tempo passei para convenc-los a ir
embora, mas foram os minutos mais longos da minha existncia".
Fronteiras da Amaznia, porm, muito mais do que um retrato
sombrio da vida dos brasileiros na regio naquela poca. Em muitos
de seus captulos, o autor descreve verdadeiras aventuras, como
misses de salvamento a navios encalhados e at a avies,
como a um aparelho anfbio Catalina da Panair do Brasil que fez
um pouso de emergncia no Rio Solimes, em frente cidade de
So Paulo de Olivena. "... A manobra de salvamento durara dez
minutos. Trouxemos o avio at o barranco do porto e para que a sua
asa no se chocasse contra as rvores, arriamos uma chalana com
um ferro, fazendo com que o aparelho encostasse de popa no bar-
ranco e, em seguida, atracamos ao lado".
Outras passagens relatam a vida a bordo, os momentos de folga em
praias e igaraps da regio, os jogos de futebol dos marinheiros e a
tentativa de captura de um boi no meio do mato por marujos
travestidos de vaqueiros. "Um garoto de uns doze anos, l pras
tantas perguntou se queramos que ele pegasse o boi, pois da
maneira que os marujos agiam no havia como o navio ser
reabastecido de carne bovina. Em cinco minutos, o garoto laou o
boi e o amarrou no tronco onde foi sacrificado".
Apesar da vida dura dos marinheiros, havia momentos tambm de
socializao com as populaes, especialmente com as moas. "
tarde, os marinheiros me procuraram, pedindo permisso para uma
festinha... pretendiam fazer um baile utilizando um toca-fitas a bateria
do navio e depois haveria um 'show' com os artistas da guarnio..."
Contador de histrias nato, o autor recheia alguns captulos com cau-
sos da regio, alguns, aparentemente, presenciados por ele, como a
luta do caboclo com uma jiboia de mais de trs metros no meio do rio.
Em todas as misses, constantes referncias aos prticos que
acompanhavam o Garcia D 'vila e as corvetas, e ajuda
que prestavam. "Graas aos conhecimentos dos prticos, em vez
de descermos o Rio Par, brao direito da foz do Amazonas, para
entrarmos na imensa Baa de Maraj, 'enfiamos pelo furo', situado
logo em frente a Belm e, em menos de trs
horas, j singrvamos as guas da baa,
aproados costa do territrio do Amap,
localizado a cem milhas de distncia."
Publicado no ano 2000, pela editora Razo
Cultural, o livro est esgotado, mas ainda pos-
svel encontrar alguns exemplares em sebos.
histria
history
lethal industry of extermination. It was no surprise to learn that
the sawmills all belonged to the regions politicians.
Also on his first mission, the young commander witnessed what he
described as "the most sinister sight I have ever seen, which has
never left my mind: the invasion of my ship by groups of lepers,
who arrived in straw-canopied canoes and rapidly climbed on
board. "They were everywhere, poor things, horribly mutilated,
asking for food, clothes and objects for personal use. In short, the
sailors, shaken by that unforgettable distressing scene, gave them
everything they wanted. I cannot say how long it took me to convince
them to leave, but they were the longest minutes of my life".
Fronteiras da Amaznia, however, is rather more than a dark portrait
of the life of Brazilians living in that region at the time. In many of the
chapters, the author describes real adventures, namely the rescue of
grounded ships and even aircraft, such as a Catalina seaplane
belonging to Panair do Brasil that made an emergency landing on the
Solimes River, in front of the town of So Paulo de Olivena."... The
rescue maneuver lasted ten minutes. We towed the plane to
the harbor bar, and in order that its wing wouldnt knock
against the trees, we lowered a barge with iron, so that the plane
would rest the stern on the bar, and then we anchored alongside".
Other tales describe life on board, the leisure moments on beaches
and islands in the region, the crews soccer games and the attempt
to capture an ox in the middle of the forest by sailors disguised as
cowboys. "A lad of around 12 years old, after watching for some
time, asked us if we wanted him to catch the ox, since there was
no way that the crew members would manage to restock the ship
with beef. Five minutes later the boy lassoed the ox and tied it to
the tree trunk where it was slaughtered".
Despite the hard life of the mariners, there were also moments of
socialization with the population, especially with the girls. "One
afternoon, the mariners asked me for permission to hold a party...
they wanted to host a dance using a cassette player on the ships
battery and later a show with the crews artistes..."
The author, a born storyteller, regaled some chapters with tales
of the region, some apparently witnessed by him, such as the
struggle in the middle of the river between a caboclo (individual of
Amerindian-European race) and a boa constrictor almost ten feet long.
He mentions in every mission the pilots that accompanied the
Garcia Dvila and corvettes and their help. "Thanks to the pilots
knowledge, instead of sailing down the Par River, the right arm of
the Amazon estuary to enter the vast Maraj Bay, 'we slipped
through the hole situated right in front of Belem and, in less than
three hours, we were soon sailing across the bay, towards the
coast of the territory of Amap, a hundred miles away".
Published in 2000 by publishers Razo Cultural, the book is sold
out but possibly a few copies may still be found in secondhand
bookstores.
33
 meio ambiente
environment
Os corais amaznicos
A descoberta de recifes de corais na foz do Rio Amazonas no ano
passado e confirmada no comeo de 2017 chamou a ateno de
bilogos, ambientalistas e estudiosos de todo o mundo, especial-
mente daqueles que se dedicam ao estudo da fauna e da flora
marinha, como tambm de organizaes no governamentais que
atuam na defesa de sistemas responsveis pela explicao da vida
nos meios ambientais equilibrados.
Com a descoberta veio a preocupao. O novo bioma marinho que
se localiza na costa brasileira desde o Maranho at o Amap,
pode estar ocupando em torno de 9.500km2, rea que chega a ser
maior do que a de muitos estados brasileiros.
Do ponto de vista cientfico, as informaes sobre esse enorme
conjunto de corais so preliminares com relao a outros dados
que no o tamanho e a beleza, mas se sabe que todo o bioma
marinho corre risco de ser fortemente afetado pela explorao de
petrleo que j realizada naquela rea.
Sabe-se tambm, entretanto, que a barreira de corais tem quase
mil quilmetros no espao em que o Rio Amazonas encontra o
Oceano Atlntico, com profundidade varivel entre 25 e 210 metros,
tendo na formao gigantescas esponjas de mais de dois metros
de comprimento, conforme informou imprensa o bilogo da
Universidade Federal do Rio de Janeiro Fabiano Thompson.
As expedies cientficas realizadas ou patrocinadas por
organizaes no governamentais coletam informaes que
podem melhorar os dados cientficos necessrios para definio de
modos de proteger o bioma recm-descoberto. Segundo o
professor Ronaldo Francini Filho, docente da Universidade
Federal da Paraba, h indcios de que a rea seja duas vezes
ou trs vezes maior. Ele participou de uma das expedies
cientficas realizada foz do Rio Amazonas.
Essa regio da foz do Rio Amazonas, no h mais dvidas, guarda
um rico tesouro do ponto de vista ambiental, aspecto que precisa
ser ajustado em funo do potencial da rea para a explorao
do petrleo, que j realizada por, pelo menos, trs petroleiras,
uma francesa, uma britnica e uma brasileira, que desembolsaram
recentemente pouco mais de 346 milhes de dlares pela
concesso do campo de extrao.
J est pacificada a concluso dos cientistas e pesquisadores no
sentido de que a explorao de recursos naturais na rea demanda
tcnicas e cuidados especiais para garantir tanto a explorao
da riqueza fssil quanto a preservao do ambiente marinho
sem comprometer o desenvolvimento saudvel de um e de outro
sistema, bem como das vidas subaquticas.
34
Josiel Alcolumbre
The Amazon
coral reefs
Last year the discovery of coral reefs in the River Amazon estuary
confirmed early in 2017 attracted the attention of biologists,
environmentalists and scholars worldwide, especially those who
are dedicated to the study of marine fauna and flora, but also of
non-governmental organizations that protect systems responsible
for explaining life in balanced environments.
With the discovery came concern. The new marine biome on the
Brazilian coast stretching from the state of Maranho to Amap
may occupy around 9,500km2, a much larger area than many
Brazilian states.
From the scientific viewpoint, information on this huge collection of
corals is preliminary with regard to data other than size and beauty,
but it is common knowledge that all marine biome runs a risk
of being strongly impacted by oil exploration already underway in
that area.
It is also already known, however, that the coral reef stretches
almost a thousand kilometers into where the Amazon River meets
the Atlantic Ocean, with depths varying between 25 and 210
meters. In the formation there are gigantic sponges over two
meters in length, as the biologist Fabiano Thompson from the
Federal University of Rio de Janeiro informed the press.
The scientific expeditions undertaken or sponsored by non-
governmental organizations gather information that might improve
the scientific data required to define ways to protect the recently
discovered biome. According to Prof. Ronaldo Francini Filho, who
teaches at the Federal University of Paraba, signs show that
the area is twice or three times larger. He took part in one of the
scientific expeditions to the Amazon River estuary.
This Amazon River estuary region undoubtedly holds a rich treasure
from the environmental viewpoint, an aspect that needs to be
adjusted in terms of the areas potential for oil exploration, which
is already in progress by at least three oil companies one French,
one British and one Brazilian - which have recently invested a little
over 346 billion dollars for the concession of oil fields.
A conclusion has been reached by scientists and researchers that
the exploration of natural resources in the area requires special

A explorao do petrleo pode representar a melhoria da qualidade
de vida da populao dessa regio, mas no deve servir de
argumento para dificultar a preservao do meio ambiente, uma
vez que todas as medidas tcnicas foram antecipadas nos
estudos de impacto ambiental, avaliado por todos, includos
os preservacionistas e ambientalistas.
Alegaes apressadas podem prejudicar o desenvolvimento dessa
regio que precisa, to somente, da inteligncia dos cientistas da
rea ambiental e da expertise dos governantes para integrar as
duas riquezas na corrente de atendimento das necessidades
da populao amaznica.
A natureza oferece, mais uma vez, oportunidades, e cabe ao
homem saber aproveit-las, delas tirando proveito, mas preser-
vando o equilbrio.
Josiel Alcolumbre presidente
da TV Macap, afiliada da
Band e do jornal Aqui Amap.
Presidente do Sindicato
das Empresas de Radio e
Televisao do AP Sertea.
Senador suplente.
OURIOS BRANCOS E RODOLITOS EM CORAIS NA FOZ DO RIO AMAZONAS
meio ambiente
environment
techniques and care to ensure not only exploitation of the fossil
wealth but also preservation of the marine environment without
detriment to the healthy development of each system and also to
underwater life.
Oil exploration could represent a better quality of life for the
population living in this region, but should not be an argument
against preserving the environment, since, in everyones opinion,
including preservationists and environmentalists, all technical
measures have been foreseen in the environmental impact studies.
Hasty allegations could jeopardize the development of this region
that simply needs the intelligence of environmental scientists and
the expertise of governing bodies to integrate the two sources of
wealth in the rush to meet the needs of the Amazon population.
Nature again offers opportunities, and it is up to humankind to
know how to use and benefit from them but also to preserve the
balance.
Josiel Alcolumbre is CEO of TV Macap, associated with the Bandeirantes
network and newspaper Aqui Amap. President of the Amap Syndicate of
Radio and Television Broadcasting Companies (Sertea). Substitute senator.
fotos/ photos : Greenpeace
WHITE SEA-URCHINS AND RHODOLITHS ON CORALS IN THE RIVER AMAZON ESTUARY
35
Professor lana livro e alerta contra interferncia poltica na praticagem
Professors book launch and warning against political interference in pilotage

O professor doutor Matusalm Gonalves Pimenta acaba de lanar o livro Praticagem, Meio Ambiente
e Sinistralidade, obra que aponta a praticagem como servio essencial para a segurana da navegao
e da proteo do meio ambiente a partir de uma abordagem de trs ramos do direito (martimo,
internacional e ambiental). Durante o lanamento, realizado na Escola da Magistratura do Estado do
Rio de Janeiro (Emerj), que contou com a presena do prtico e diretor-presidente do CONAPRA,
Gustavo Martins, o doutor Matusalm, que tambm um prtico, explicou, para um auditrio lotado, a
evoluo de resolues no setor, a partir da experincia de acidentes graves. Um dos acidentes
destacados pelo especialista foi o do petroleiro Exxon Valdez, ocorrido em 1989 na costa do Alaska, que
lanou 40 mil toneladas de leo ao mar, provocando a morte, nos meses seguintes, de cerca de 260 mil
pssaros marinhos, 2.800 lontras marinhas, 250 guias e 22 orcas, alm da perda de bilhes de ovas
de salmo. A companhia ExxonMobil, proprietria do navio, gastou mais de dois bilhes de dlares
somente para limpar a rea afetada e outros 500 milhes de dlares em pagamento de multas e
indenizao de danos decorrentes do acidente, causado pela opo de no usar os servios de um
prtico, j que, na zona em questo, a praticagem era de acionamento facultativo. Tudo para evitar o
GUSTAVO MARTINS COM/WITH custo da praticagem que, na ocasio, era de cinco mil dlares, destaca o professor. Segundo ele,
MATUSALM o comandante era experiente, mas ignorava que as correntes martimas locais se tornavam bem mais
fortes no perodo de degelo, detalhe que faz parte do conhecimento de um prtico. No lanamento do
livro, o Dr. Matusalm abordou tambm a necessidade de abolir a interferncia de presses polticas na praticagem. O professor lamentou
que a atividade no Brasil sofra tentativas de interferncias polticas dos que buscam uma regulao tcnica e econmica que atenda a
interesses escusos e pediu o alerta da sociedade. Os pilotos martimos, como so tambm conhecidos os prticos, desempenham papel
essencial na segurana martima e na proteo do meio ambiente. Esto em permanente treinamento. elementar a independncia
funcional da praticagem, destacou o Dr. Matusalm.

Dr. Professor Matusalm Gonalves Pimenta has just launched his book Praticagem, Meio ambiente e Sinistralidade (Pilotage, Environment
and Accidents), which highlights pilotage as a key service for shipping safety and environmental protection, based on an approach to three
branches of law (maritime, international and environmental). During the launch at the Rio de Janeiro State Magistrates School (Emerj), which
was attended by the pilot Gustavo Martins, director-president of CONAPRA, Dr. Pimenta, who is also a pilot, explained to a crowded
auditorium about the development of resolutions in the sector based on the experience gained from serious accidents. One of the accidents
described by the specialist was when the oil tanker Exxon Valdez, in 1989, spilled 40,000 tons of oil into the sea off the coast of Alaska,
causing the death in the months that followed of around 260,000 seabirds, 2,800 marine otters, 250 eagles
and 22 orcas, in addition to the loss of billions of salmon roe. The company ExxonMobil, the ships owner,
spent more than two billion dollars just to clean up the affected area and another 500 million dollars paying
fines in compensation for damages arising from the accident. The accident occurred after deciding not to use
pilot services, since pilotage was optional in the zone in question. This was all the result of refusing to spend
USD 5,000 in pilotage on that occasion, stresses the professor. He said that the captain was experienced
but did not know that the local sea currents were much stronger when the ice melts, a detail that every
pilot knows. At the book launch, Dr. Pimenta also addressed the need to abolish the interference of political
pressures in pilotage. The professor regretted that the activity in Brazil suffers attempts of political
interferences from those seeking an economic and technical regulation that attends ulterior motives and he
asked society to be on its guard. Marine pilots, or simply pilots, play a key role in maritime safety and
environmental protection. They are constantly training. The working independence of pilotage is elementary,
Dr. Pimenta pointed out.

36
 Praticagem da Amaznia realiza mais uma operao de salvamento
Pilotage on the Amazon in another rescue operation

Membros da Bacia Amaznica Prticos (BAP) participaram, em julho ltimo, de outra ao de salvamento no Rio Amazonas, quando dez
pessoas ficaram deriva, devido falta de combustvel em uma voadeira (canoa com motor de popa) alugada, que regressava a Macap
depois de buscar uma criana doente na localidade de Furo Grande, no Par. Por volta das 19h10, a praticagem responsvel por aquela zona
foi acionada pela Capitania dos Portos para o socorro na rea da Fazendinha. s 20h30, a lancha dos prticos localizou e resgatou o grupo
em meio a forte correnteza. Como no havia risco segurana, a voadeira foi rebocada. A ao terminou s 21h10. A voadeira transportava
quatro menores de cinco anos e seis adultos. Esse foi o segundo salvamento realizado este ano pela praticagem da Bacia Amaznica, que j
havia resgatado no dia 29 de maro outra pequena embarcao com quatro pessoas a bordo, prximo ao farol da Ilha de Santana.

This July, members of the Amazon Basin Pilots (BAP) participated in another rescue operation on the Amazon River. Ten people were adrift
in a hired outboard motor boat that ran out of fuel, and was returning to Macap after picking up a sick child from a place called Furo Grande
in the State of Par. Around 7:10 p.m., the Port Authority alerted the pilotage in charge of that zone for the rescue in the Fazendinha area. At
8:30 p.m. the pilots boat located and rescued the group amidst a strong current. Since there was no safety risk, the motor canoe was towed
back. The operation ended at 9:10 p.m. The canoe was carrying four children under five years old and six adults. This was the second rescue
operation this year by the Amazon Basin pilotage, which on March 29th had rescued another small vessel with four people aboard close to
the Santana Island lighthouse.

Diretor da DPC visita o CONAPRA Director of DPC visits Conapra

O diretor de Portos e Costas, vice-almirante Wilson Pereira de Lima Filho, conheceu

em julho ltimo as instalaes do Conselho Nacional de Praticagem (CONAPRA),
no Centro do Rio de Janeiro. Na primeira visita de um representante da Autoridade
Martima ao CONAPRA, desde a publicao da Lei de Segurana do Trfego
Aquavirio, em 1997, o vice-almirante assistiu a uma apresentao sobre como
esto sendo cumpridas as competncias dadas ao CONAPRA pela Autoridade
Martima na Normam-12, que regulamenta o servio de praticagem.

Vice-Admiral Wilson Pereira de Lima Filho, director of Ports and Coasts, this July
visited the facilities of the Brazilian National Pilots Association (CONAPRA)
in downtown Rio de Janeiro. On this first visit to CONAPRA of a representative of
the maritime authority since the publication of the Waterway Traffic Safety Act in
1997, the Vice-Admiral attended a presentation on how CONAPRA carries out the
responsibilities given to it by the Maritime Authority in its Normam-12 standards
regulating the pilotage service. GUSTAVO MARTINS E/AND ALTE. ADMIRAL LIMA FILHO

O 41 Encontro Nacional de Praticagem ser realizado nos dias 28 e 29 de novembro,

41 ENP em Belm.
41st NPM 41st National Pilotage Meeting to be held on November 28th and 29th
in Belm, Par

37
Compromisso com a navegao segura
Commit to Safe Navigation

A NAVEGAO SEGURA NAS GUAS DE PRATICAGEM TAREFA

COMPARTILHADA ENTRE TIME DO PASSADIO E O PRTICO
SAFE NAVIGATION IN PILOTAGE WATERS IS A SHARED TASK OF THE BRIDGE TEAM AND THE PILOT

Oferecer informaes de navegao Share navigation information

Respeitar-se mutuamente Respect each other

Comunicar-se na viagem inteira Communicate throughout the voyage

Trabalhar juntos Work together

Ficar atentos Stay alert

The Way of the Ship relata 400 anos de histria do transporte comercial
de passageiros e mercadorias, porto a porto, e as maneiras pelas quais
contribuiu para a expanso econmica e material dos Estados Unidos.
O livro inclui detalhes sobre navios e portos que desempenharam
papis fundamentais e os empreendedores que lideraram o processo,
atravs dos tempos. Ilustrado com 16 belssimas imagens extradas de
marinhas do conhecido pintor John Stobart, o livro traz uma nova luz
sobre o fascinante passado martimo do Estados Unidos e analisa os
diversos fatores que influenciaro o "Caminho do Navio" no sculo XXI.

The Way of the Ship tells the story of the four hundred years of commercial transportation
of passengers and goods from port to port and how it contributed to the economic
and material growth of the American nation. The book includes details about the ships
and ports that played major roles and the entrepreneurs who were at the forefront of
the process over the centuries. Complete with 16 stunning illustrations taken from
seascapes by the distinguished artist John Stobart, the book casts a new light on
the USAs fascinating maritime past and analyzes the different factors that influence
"The Way of the Ship " in the 21st century.