The Analysis of Coastal Erosion and Erosion Impact Assessment in the East Coast

Various development projects occurring on the coast cause an imbalance of surface sediments, causing coastal disasters or irreversible coastal erosion. Coastal erosion caused by the influence of various port structures built through coastal development can be directly identified by evaluating changes in the sediment budget, long-shore sediment, and cross-shore sediment. In other words, it will be possible to evaluate the causality between coastal development and coastal erosion by classifying regions due to single cause and regions due to multiple causes according to the changes in the sediment classified into the three types mentioned above. In this study, the cause of long-term and continuous erosion was analyzed based on the analysis results of the coastal development history and the Coastal Erosion Monitoring targeting the coast of Gangwon-do and Gyeongsangbuk-do on the east coast. In addition, in order to evaluate the degree of erosion caused by the construction of artificial coastal structures, the concept of erosion impact assessment was established, three methods were proposed for the impact assessment. The erosion impact of Hajeo port was assessed using the results of satellite image analysis presented in the Coastal Erosion Monitoring Report, it was assessed that the development of Hajeo port had an impact of 93.4% on erosion, and that of the coastal road construction had an impact of 6.6%.

AVALIAÇÃO DAS CONSEQUÊNCIAS DO GALGAMENTO COSTEIRO DE 10/11 DE DEZEMBRO DE 2013 NA FRENTE URBANA DO CONCE-LHO DE SANTA CRUZ, ILHA DA MADEIRA

The expansion and consolidation of urban areas along the coast lead to the exposure of a large number of anthropic elements to sea storm events. It is with the aim of identifying and classifying the consequences of coastal overtopping that we analyse the recent storm surge of 10/11 December of 2013 which affected the urban coastal fringe of the city of Santa Cruz, on the south coast of Madeira Island. Therefore, the atmospheric conditions of wind intensity and atmospheric pressure are analysed and is characterised the direction of the waves and their maximum height, as well as the tide variation. After the oceanographic and meteorological characterization, it´s identified and evaluated the structural damage on the coastal zone and classified the functional consequences on the port structures affected by overtopping. The quantitative analysis of atmospheric and oceanographic data supports that this overtopping is a green water type resulting from an extratropical storm arising from the rapid reduction of atmospheric pressure and an average wind velocity of 30 km/h, affecting approximately 1600 meters of the coastal area of Santa Cruz. The qualitative analysis of the consequences shows that the port structures suffered severe to catastrophic consequences and dysfunction of their normal activities. The most affected areas are at the extremes of the urban front, registering reduced to insignificant consequences, in the intermediate area. Thus, it shows areas of greatest exposure, and areas that had presented seriously to severe damages, which can be highlighted in future episodes.

Durability of port reinforced concrete structures (Far East and Sakhalin)

Section I of the monograph is devoted to an urgent problem - forecasting the durability of port reinforced concrete structures, the destruction of which is associated with corrosion of steel reinforcement caused by chloride aggression and carbonation of concrete. The analysis of models for calculating the service life of structures and experimental data is carried out, the life cycles for the main degradation processes in concrete and reinforcement, the periods of initiation and propagation of corrosion are considered, the influence of environmental factors (temperature, humidity) and the quality of concrete (In/C, cement consumption, diffusion coefficient) on the kinetics of chloride penetration and the movement of the carbonation front is taken into account. Probabilistic models of basic variables are considered, the limiting states of port reinforced concrete structures for the durability of reinforced concrete structures based on the reliability coefficient for service life are formulated. Sections II and III describe modern methods of restoration and restoration of reinforced concrete port structures subjected to corrosion destruction using nanofibrobeton. The concept of multilevel reinforcement has been implemented. Methods of experimental fracture mechanics were used to evaluate the joint work of exploited concrete and reinforcement nanofibre concrete. It is intended for scientific and engineering staff of universities, research and design organizations.

Geotechnical parameter study and solidification of Marine Sediment for Road Engineering

The Chinese coastal areas are the environment of multiple activities, and navigation occupies an important place. Dredging operations maintain access to port structures carried out regularly. These sediments’ fate is problematic in Jiangsu province due to significant contamination of organic and mineral pollutants. A company called Nature Way aims to solve this problem. It is deeply committed to the treatment and use of sediment dredged from the seabed and uses proprietary solidification technology to transform all kinds of silt waste into new engineered materials that replace sand and sand. Gravel and traditional techniques and can be used as foundation materials for various projects in loose soil areas. In this work, we first studied the physic-chemical characterization of raw materials sediments supplied by Nature Way Corporation from Jiangsu province. Secondly, we have to mix the raw sediment and the solidifying agents and test the mechanical performance at 3%, 5% and 7% in a time interval of 7 days, 14 days, and 28 days. Finally, we have to measure the (CBR) “California Bearing Ratio” after 28 days, mix with the binder at 3%, 5%, 7%.

Tsunami damage to ports: cataloguing damage to create fragility functions from the 2011 Tohoku event

Modern tsunami events have highlighted the vulnerability of port structures to these high-impact but infrequent occurrences. However, port planning rarely includes adaptation measures to address tsunami hazards. The 2011 Tohoku tsunami presented us with an opportunity to characterise the vulnerability of port industries to tsunami impacts. Here, we provide a spatial assessment and photographic interpretation of freely available data sources. Approximately 5000 port structures were assessed for damage and stored in a database. Using the newly developed damage database, tsunami damage is quantified statistically for the first time, through the development of damage fragility functions for eight common port industries. In contrast to tsunami damage fragility functions produced for buildings from an existing damage database, our fragility functions showed higher prediction accuracies (up to 75 % accuracy). Pre-tsunami earthquake damage was also assessed in this study and was found to influence overall damage assessment. The damage database and fragility functions for port industries can inform structural improvements and mitigation plans for ports against future events.

Nonrandom spatial distribution of Neotropic Cormorants (Phalacrocorax brasilianus) along a coastal highway in Lima, Peru

Neotropic Cormorants (Phalacrocorax brasilianus) are common seabirds along the Peruvian coast. They frequently perch on trees, poles and port structures in urban areas, producing guano that builds up in areas of high levels of human activity. Hundreds of Neotropic Cormorants rest on lighting poles and telephone cables along a 12.7 km highway in the coastal strip of the city of Lima, Peru. We hypothesized that the distribution of the cormorants along this highway is clustered and could be associated with physical features of both the coast and the adjacent marine area. Fortnightly or monthly surveys were performed from July 2018 to March 2020 in the Circuito de Playas de la Costa Verde highway. At each survey, cormorants were counted per lighting pole and adjacent telephone cables (collectively, “pole-cable”) at four count hours (0600 h, 1000 h, 1400 h and 1800 h). Our results revealed that daily bird numbers varied from 46 to 457 individuals and that only 17% of the total number of pole-cables (N = 651) was occupied once by at least one individual. The number of cormorants also varied between count hours within the same day (higher numbers at 1000 h and 1400 h). Birds were clustered into a maximum of five hotspots along the highway. According to a model selection criterion, higher numbers of cormorants on pole-cables were associated mainly to a closer distance from these structures to the shoreline and to the surf zone, suggesting that Neotropic Cormorants may select such pole-cables as optimal sites for sighting and receiving cues of prey availability. Based on the results, the use of nonlethal deterrents and the relocation of these birds to other perching structures on nearby groynes could be the most suitable management proposal for the problems caused by their feces.