The distribution of pressure coefficient formed when the fluid contacts with the kayak oar blade is not been studied extensively. The CFD technique was employed to calculate pressure coefficient distribution on the front and rear faces of oar blade resulting from the numerical resolution equations of the flow around the oar blade in the steady flow conditions (4 m/s) for three angular orientations of the oar (45°, 90°, 135°) with main flow. A three-dimensional (3D) geometric model of oar blade was modeled and the k-ε turbulent model was applied to compute the flow around the oar. The main results reported that, under steady state flow conditions, the drag coefficient (Cd = 2.01 for 4 m/s) at 90° orientation has the similar evolution for the different oar blade orientation to the direction of the flow. This is valid when the orientation of the blade is perpendicular to the direction of the flow. Results indicated that the angle of oar strongly influenced the Cd with maximum values for 90° angle of the oar. Moreover, the distribution of the pressure is different for the internal and external edges depending upon oar angle. Finally, the difference of negative pressure coefficient Cp in the rear side and the positive Cp in the front side, contributes toward propulsive force. The results indicate that CFD can be considered an interesting new approach for pressure coefficient calculation on kayak oar blade. The CFD approach could be a useful tool to evaluate the effects of different blade designs on the oar forces and consequently on the boat propulsion contributing toward the design improvement in future oar models. The dependence of variation of pressure coefficient on the angular position of oar with respect to flow direction gives valuable dynamic information, which can be used during training for kayak competition.

The aim of the current study was to analyze the hydrodynamics of three kayaks: 97-kg-class, single-rower, flatwater sports competition, full-scale design evolution models (Nelo K1 Vanquish LI, LII, and LIII) of M.A.R. Kayaks Lda., Portugal, which are among the fastest frontline kayaks. The effect of kayak design transformation on kayak hydrodynamics performance was studied by the application of computational fluid dynamics (CFD). The steady-state CFD simulations where performed by application of the k-omega turbulent model and the volume-of-fluid method to obtain two-phase flow around the kayaks. The numerical result of viscous, pressure drag, and coefficients along with wave drag at individual average race velocities was obtained. At an average velocity of 4.5 m/s, the reduction in drag was 29.4% for the design change from LI to LII and 15.4% for the change from LII to LIII, thus demonstrating and reaffirming a progressive evolution in design. In addition, the knowledge of drag hydrodynamics presented in the current study facilitates the estimation of the paddling effort required from the athlete during progression at different race velocities. This study finds an application during selection and training, where a coach can select the kayak with better hydrodynamics.

Nas crescentes frotas marítimas, navios movidos a combustíveis fósseis são amplamente utilizados e responsáveis por emissões atmosféricas como o Material Particulado (MP). Quando inalados, podem causar sérios danos ao corpo e afetar órgãos internos, devido ao tamanho das partículas, em escala nanométrica. A Convenção Internacional para a Prevenção da Poluição por Navios (MARPOL) regulamenta os padrões de emissões de motores diesel marítimos. No entanto, embora apresentem riscos à saúde humana e ao meio ambiente, os metais e Hidrocarbonetos Policíclicos Aromáticos (HPA) presentes no MP não são contemplados pela legislação nacional vigente. Este estudo baseia-se nos resultados da amostragem de MP na atmosfera da Baía de Guanabara, Rio de Janeiro, Brasil, no período de outubro de 2019 a janeiro de 2021, totalizando 57 amostras, com duração de 24 horas, por meio do impactador em cascata MOUDI, seguido de abertura ácida do MP coletado e posterior análise química por Espectrometria de Massas com Plasma Indutivamente Acoplado (ICP-MS) para a determinação da concentração de Ba, Ca, Cd, Co, Cu, Cr, Fe, Mg, Mn, Ni, Pb, V e Zn. Nas partículas grossas, os valores médios variaram de 0,11 ng m-3 para Ba a 24,9 ng m-3 para Fe; nas partículas finas, de 0,07 ng m-3 para Co a 25,0 ng m-3 para Fe; nas partículas ultrafinas, de 0,11 ng m-3 para Ba a 9,71 ng m-3 para Fe. Finalmente, as nanopartículas de Ba e Ca não foram detectadas e o valor máximo obtido foi de 5,32 ng m-3 para Mn. Além disso, foi realizada uma análise química por Cromatografia de fase Gasosa acoplada à Espectrometria de Massas (CG-EM) para a determinação da concentração de Antraceno (ANT), Benzo(a)antraceno (BaA), Benzo(b)fluoranteno (BbF), Benzo(k)fluoranteno (BkF), Criseno (CRY), Fluoranteno (FLT), Fenantreno (PHE) e Pireno (PYR). Nas partículas grossas, os valores médios variaram de 0,46 ng m-3 para FLT a 6,07 ng m-3 para PHE; nas partículas finas, de 0,518 a 4,204 ng m-3 para PHE; nas partículas ultrafinas, FLT não foi detectado e o valor máximo obtido foi de 4,787 ng m-3 para PHE. Nas nanopartículas, FLT também não foi detectado e o valor máximo obtido também foi para o PHE, no valor de 2,425 ng m-3. Não foi observada uma participação significativa das emissões dos navios para a concentração de metais na Baía de Guanabara. Porém, pode-se verificar uma contribuição do PHE das emissões dos navios na poluição da atmosfera local.

Este estudo tem como objetivo introduzir um debate sobre as questões relacionadas à legislação voltada para o trabalhador de enfermagem aquaviário, com ênfase na proteção da saúde deste trabalhador de enfermagem inserido em plataformas e navios de exploração de petróleo da costa brasileira. O método utilizado é a análise documental. É característica da pesquisa documental definir a fonte de coleta de dados, que deve estar restrita a documentos, escritos ou não, constituindo o que se denomina de fontes primárias. Analisou-se, inicialmente, como fonte primária, os seguintes documentos jurídicos da legislação trabalhista: as Normas Regulamentadoras do Trabalho Urbano (NR 30 e NR 32), a Resolução COFEN-146 e o Decreto N° 2.671, DE 15 DE JULHO DE 1998 do COFEN e a NORMAM. Ainda, como fontes internacionais, destacam-se as Convenções 164 e 147 da OIT. Constatou-se que dezesseis das normas estudadas (72,7%) têm sua vigência definida a partir dos anos noventa, embora existam desde 1910, conforme a Convenção Internacional para Unificação de Certas Regras em Matéria de Abalroamento, Assistência e Salvamento Marítimo Bruxelas (23 de setembro de 1910). Contudo, a maioria absoluta destes dispositivos não se refere ao trabalhador de enfermagem aquaviário, à exceção do Código Brasileiro de Ocupações, uma norma complementar que define apenas algumas competências do enfermeiro de bordo. Concluiu-se que existe escassez de instrumentos legais para este setor e a necessidade de mobilização para a criação de normas mais específicas para o enfermeiro aquaviário e, conseqüentemente, relativas à proteção da saúde deste profissional.

Em fevereiro de 2020, um navio de carga vindo da China atracou no Porto de Santos com relato de tripulantes com quadro febril e respiratório. Uma equipe foi mobilizada para verificar a existência de casos suspeitos de COVID-19 dentro da embarcação e definir a liberação da embarcação no porto. Todos os 25 tripulantes foram entrevistados e não foram encontrados casos suspeitos. Então a embarcação foi liberada para atividades no porto. A investigação resultou da aplicação do plano de contingência diante de uma emergência de saúde pública de importância internacional e houve a colaboração de diversas entidades de vigilância.

Several harbour activities cause negative environmental impacts in the harbours' surrounding areas, namely the degradation of air quality. This paper intends to comprehensively review the status of the air quality measured in harbour areas. The published studies show a limited number of available air quality monitoring data in harbours areas, mostly located in Europe (71%). Measured concentrations of the main air pollutants were compiled and intercompared, for different countries worldwide allowing a large spatial representativeness. The higher NO2 and PM10 concentrations were found in Europe - ranging between 12 and 107 μg/m3 and 2-50 μg/m3, respectively, while the higher concentrations of PM2.5 were found in Asia (25-70 μg/m3). In addition, the lower levels of SO2 monitored in recent years suggest that current mitigation strategies adopted across Europe were very efficient in promoting the reduction of SO2 concentrations. Part of the reviewed studies also estimated the contributions from ship emissions to PM concentration through the application of source apportionment methods, with an average of 5-15%. In some specific harbour areas in Asia, ships can contribute up to 7-26% to the local fine particulate matter concentrations. This review confirms that emissions from the maritime transport sector should be considered as a significant source of particulate matter in harbour areas, since this pollutant concentrations are frequently exceeding the established standard legal limit values. Therefore, the results from this review boost the implementation of mitigation measures, aiming to reduce, in particular, particulate matter emissions.

Underwater noise pollution is an increasing environmental problem which might affect communication, behaviour, fitness and consequently species' survival. The most common anthropogenic noises in aquatic habitats derive from shipping. In the present study we investigated the implications of noise pollution from a ship on the sound detectability, namely of conspecific vocalizations in the Lusitanian toadfish, Halobatrachus didactylus. Ambient and ferry-boat noises were recorded in the Tagus River estuary (Portugal), as well as toadfish sounds, and their sound pressure levels determined. Hearing sensitivities were measured under quiet lab conditions and in the presence of these masking noises at levels encountered in the field, using the auditory evoked potentials (AEP) recording technique. The Lusitanian toadfish is a hearing generalist, with best hearing sensitivity at low frequencies between 50 and 200 Hz (below 100 dB re. 1 microPa). Under ambient noise conditions, hearing was only slightly masked at lower frequencies. In the presence of ship noise, auditory thresholds increased considerably, by up to 36 dB, at most frequencies tested. This is mainly because the main energies of ferry-boat noise were within the most sensitive hearing range of this species. Comparisons between masked audiograms and sound spectra of the toadfish's mating and agonistic vocalizations revealed that ship noise decreased the ability to detect conspecific acoustic signals. This study provides the first evidence that fishes' auditory sensitivity can be impaired by ship noise and that acoustic communication, which is essential during agonistic encounters and mate attraction, might be restricted in coastal environments altered by human activity.

Ao longo do século XVIII, o mar assume-se como palco de competição e conflito à escala global, onde velhas tensões entre as principais potências europeias se projetam e confrontam. A manutenção da soberania e interesses nacionais, bem como a ligação e presença nos territórios ultramarinos, passam a depender da capacidade de edificar e manter os meios necessários para exercer o poder no mar. A investigação realizada procurou analisar de que forma o poder naval e marítimo português, através dos meios e missões atribuídas à sua Marinha, apoiou a concretização dos desígnios nacionais no período entre 1715 e 1807. Para tal, identificaram-se as principais opções tomadas para a utilização do poder naval e marítimo como instrumento estratégico nacional, bem como a forma como se processou a edificação, manutenção e emprego do instrumento militar naval português ao longo do período em análise. Dos resultados obtidos, considera-se que a Marinha Portuguesa, através do exercício do poder naval e marítimo, proporcionou os meios e desempenhou as missões que permitiram concretizar os desígnios nacionais, através de uma estratégia em que o mar e a ligação aos seus territórios ultramarinos, em especial o Brasil, tiveram um papel determinante ao longo de todo o século XVIII. Abstract: Throughout the 18th century, the sea has become a stage for competition and conflict on a global scale, where old tensions between the main European powers were projected and confronted. The maintenance of national interests and sovereignty, as well as the connection and presence in the overseas territories, depended on the capability to build and maintain the necessary means to exercise power at sea. The study focused on the importance and influence of the Portuguese maritime and naval power for the achievement of national objectives, through the assets and missions assigned to the Portuguese Navy. Therefore, the main options taken for the use of naval and maritime power as national strategic instruments were identified, as well as the way in which the Portuguese naval military instrument was developed and maintained over the period under analysis. The research results demonstrate that the Portuguese Navy, through the exercise of naval and maritime power, provided the means and performed the missions that allowed the achievement of national objectives, through a strategy in which the sea and the connection to the overseas territories, especially Brazil, played a decisive role throughout the 18th century.

Leila Danziger, with her works on the Navio de emigrantes in the exhibition Navio de Emigrantes, reuses remains, inscriptions, narrating from the rubble of 20th century catastrophes. Paradoxically, as in the works of Lasar Segall, the artist honored by the artist in this exhibition, we see an uneasy calm emanating after the catastrophe. From this perspective, this article reflects on migrations and their relationship with memory and trauma based on the art of Segall and Danziger.

The shipbuilding sector, as well as all modern transportation industries, is faced with demands for greater productivity while at the same time ensuring the manufacture of consistently high quality products, reducing levels of re-working, saving energy, and minimizing operational costs. Furthermore, it is imperative that new designs and all the stages of production comply with stringent environmental regulation. Within this context, the application of Friction Stir Welding (FSW) as a manufacturing process to weld Tailor Welded Blanks (TWB) for Al structures can contribute to the development of high speed craft and lightweight ships that are more fuel efficient, based on a high energetic efficient and environmental friendly welding process. In this work, the heterogeneous mechanical behavior of TWB joints welded by FSW was evaluated using quasi-static and cyclic loading, and the observed microstructural features were analyzed. The TWB joints were manufactured using dissimilar alloys and thicknesses (6 and 8mm) of particular interest in the shipbuilding sector (AA5083, AA5059 and AA6082). An evaluation of local constitutive properties in different regions through the TWB joint was performed by digital image correlation linked to the tensile test system. From the DIC data processing were generated stress concentrations diagrams and true stress-strain curves for several TWB subzones. The DIC methodology used as well as the accuracy of the proposed method are described in detail. The joints exhibited excellent mechanical properties approximately the same as those of the base metal for the joints manufactured with work hardened alloys (AA5059/AA5083) and 76% mechanical efficiency to those manufactured with the heat-treatable alloy (AA6082). The fatigue strength of the TWB joints were higher than the IIW references for welded structures in aluminum and the fracture mechanisms were characterized using SEM.