IMPROVEMENT OF SHELTER CONDITIONS AND EXPANSION … · Improvement of shelter conditions and expansion works of the ... Posicionamento da obra de abrigo e bacia da ... Improvement

IMPROVEMENT OF SHELTER CONDITIONS

AND EXPANSION WORKS OF THE

POVOA DE VARZIM MARINA PROJECT

Extended Abstract

João Miguel Barros

Project for the Degree of Master of

Civil Engineering

Supervisors

Prof. António Alexandre Trigo Teixeira

July 2012

Improvement of shelter conditions and expansion works of the Povoa de Varzim Marina project

1

1 Introduction The Povoa de Varzim Marina, located on the southern embankment of the Povoa de Varzim

Harbor, began operating in 1998. Since it opened, the operational capability has experienced

severe performance restraints due to the penetration of excessive wave agitation when exposed

to storm conditions on the outside of the harbor basin, particularly when the incident waves

proceed from the W – SW quadrant. The marina, which is designed to allow the mooring of 241

vessels on its waterfront and similar amount on land, registers today just over half that value in

mooring vessels on water and it is up to full capability on its land space. This is due to the

security issues on half of the 6 floating pontoons dedicated to the mooring when exposed to this

kind of agitation. This limitation contrasts with the increased demand that the marina

administration registers from local and regional level, especially in the Class IV, V and VI

segments (10 - 18m), precisely those that the marina has a bigger challenge accommodating

due to its mooring being only allowed in those pontoons that are more exposed to the harsh

wave climate condition.

The primary goal of this project is to improve the sheltering condition of the Povoa de Varzim

Marina by creating a smaller harbor basin for it within the Povoa de Varzim Harbor one, which is

achieved with the construction of an internal breakwater on the front of the marina. The second

goal to this project is to expand the mooring capability of the marina within the limits of its new

basin to be able to respond to the increase in demand.

2 Basic project data

2.1 Description of the Povoa de Varzim harbor and marina

The Povoa de Varzim Harbor spreads through two distinct embankments, located on each

extremity of the Povoa de Varzim harbor. The fishing harbor is located on the northern

embankment while the southern embankment harbors both the Marina and a small shipyard

dedicated to the repair of small fishing boats and pleasure vessels. The north and south

breakwaters that shelter the Povoa de Varzim Harbor root on these embankments, with the

north pier developing along the direction of NNW and the south pier along the direction of SSW,

being able to provide appropriate shelter against the wave agitation that is coming from the

dominate direction of NW. The marina occupies the most of the available space on the southern

embankment, except for space dedicated to the small shipyard on the northern side, with the

stability of the embankment being assured by rock armored retentions with a 3:2 (H:V) slope.

The marina faces the south pier in an approximately parallel direction, developing itself across

the waterfront through two independent floating structures for the mooring of pleasure boats and

a small wharf for the reception of new boats and gas station.

Extended Abstract

2

2.2 Main constraints to the operation of the marina

2.2.1 Harbor shelter

Although the shelter provided by the breakwaters is suited to withstand the dominant wave

agitation from NW that hits the Povoa do Varzim Harbor, the combination of the bathymetry

around the harbor basin entrance and of the disposition of said entrance along SSW allows the

penetration into the harbor basin of wave agitation coming from the W-SW quadrant, particularly

from W-20ºS. The excessive wave energy that reaches the harbor basin, due to its open ocean

exposure on storm conditions, is able to generate wave agitation with wave height that exceeds

1 m (CEHIDRO, 2009), particularly in the area north of the Marina embankment, which prevents

the mooring of boats on the floating pontoons situated closer to the harbor entrance.

2.2.2 Geological constraints

The rocky nature of the coast where the Povoa de Varzim Harbor is situated reveals itself as an

obstacle to the development of the marina, given the lack of natural funds for the mooring of

vessels and the predominance of granite rock outcrops whose recognition on open eye sight

depends on the position of the tide, thus becoming a major concern to safe navigation within the

basin. The expansion of the marina requires a substantial dredging effort settled around the

southern embankment, which carries a major financial investment due to the cost of the

considerable amount of solid granite rock that has to be dismantled and removed for the

conclusion of the plan.

2.3 Design guideline data The design of the different structures that compose this project are conditioned by the maximum

tidal range, determined from the available data in the original project and the data provided by

the national Hydrographic Institute (Instituto Hidrográfico) to the Viana do Castelo Harbor. The

following limits were assumed:

- MPMAV: +3,95 (ZH), meaning 3,95 m above the base hydrographic level;

- MBMAV: +0,10 (ZH), meaning 0,10 m above the base hydrographic level.

The position of the inner breakwater was pre-determined in previous studies by Pipa (2008) and

CEHIDRO (2009), being shown in Figure 1.

Based on the results of the mathematical model applied in Pipa (2008) and reported in

CEHIDRO (2009) for the most severe storm condition scenario, considering wave agitation with

wave period T=18s and wave height Hm0=10m on the outside of the harbor, were considered

the following values for the design wave height for the inner breakwater and the retention works:

- H = 1,6 m for the design of the cross-section of the inner breakwater’s body and of the

cross-section of the head;


3

- H = 1.4 m for the design of the cross-section of the retention works.

Figura 1 – Posicionamento da obra de abrigo e bacia da Marina da Povoa

3 Marina layout

3.1 Statistical analysis of vessel dimensions Before beginning the process of designing the expansion layout of the marina it was elaborated

a statistical study of the vessel dimensions, particularly the relation of the beam and draft of the

vessel to its length overall (LOA), in order to determine the appropriate dimensions for mooring

berths for current vessel models on the market.

Graph 1 – LOA/Beam ratio for monohull vessels

Using the 2009 annual review edition of Bateaux magazine, which includes a total sample of

1189 different pleasure vessel models with 884 monohull vessels and 305 multihull ones, were

elaborated two different graphics for both types of vessels, one that relates the LOA with the

y = 2E-06x4 - 8E-05x3 - 0,0033x2 + 0,3379x + 0,3461

R² = 0,9351

y = 0,2287x + 0,9217

R² = 0,9116 y = 0,5799x0,7515

R² = 0,9076

0

1

2

3

4

5

6

7

8

9

10

11

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42

Be

am

(m

)

LOA (m)

Extended Abstract

4

beam and other that relates the LOA with the draft. From the available data it was tried to

extract useable functions that gave back a value of beam or draft with the input of a value of

LOA, what was done by applying three types of equations to the results – linear, 4th order

polynomial and potencial. The results are presented from Graphic 1 to Graphic 4.

3.2 Fleet distribution The administration of the Povoa de Varzim Marina expressed interest of expanding the mooring

space with a different fleet distribution from the one presently applied. According to them, the

focus should be on the mooring of vessels with LOA between 9 and 12 m, representing 55% of

the total, dedicating 30% of the mooring berth to vessels with LOA under 9 m and 15% of the

berths to vessels with LOA above 15 m and up to 18 m. The distribution adopted is shown in

Table 1.

Graph 2 – LOA/Draft ratio for monohull vessels

Graph 3 - LOA/Beam ratio for multihull vessels

y = 2E-06x4 - 8E-05x3 - 0,0029x2 + 0,2378x - 0,6024

R² = 0,6687

y = 0,1385x - 0,0603

R² = 0,637

y = 0,0391x1,4585

R² = 0,6196

0

1

2

3

4

5

6

7

8

9

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42

Dra

ft (

m)

LOA (m)

y = -6E-06x4 + 0,0009x3 - 0,0432x2 + 1,1512x - 1,9264

R² = 0,9318

y = 0,4194x + 1,2807

R² = 0,876 y = 0,6129x0,947

R² = 0,9015

0

2

4

6

8

10

12

14

16

18

20

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52

Be

am

(m

)

LOA (m)


5

Graph 4 - LOA/Draft ratio for multihull vessels

Table 1 – New fleet distribution for the Povoa de Varzim Marina

LOA (m) Vessel Class Distribution

≤ 9 I, II, III 30%

9 a 10,5 III, IV 25%

10,5 a 12 IV 30%

12,0 a 15 V 12%

15,0 a 18 VI 3%

3.3 Study of alternatives for fleet disposition Based on the graphs presented in 3.1 and the fleet distribution presented in Table 1 it were

defined the dimensions for the mooring berth for each vessel class, which are presented in

Table 2.

Table 2 – Adopted dimensions for mooring berths

Vessel Class LOA (m) Mooring Berth Dimensions

Width (m) Depth (m)

I, II, III ≤ 9,00 3,6 2,0

III, IV 9,01 – 10,50 4,0 2,3

IV 10,51 – 12,00 4,4 2,7

V 12,01 – 15,00 5,2 3,0

VI 15,01 – 18,00 6,0 3,5

A group of seven alternatives were considered for the arrangement of the floating pontoons and

mooring berths which are shown in Figure 2 and whose capacities and features are detailed in

Table 3 and Table 4. The decision on which alternative to apply on the expansion of the marina

was based on factors such as the total number of mooring berths generated, the ratio of

y = 7E-05x3 - 0,0056x2 + 0,197x - 0,7621

R² = 0,6739

y = 0,0647x + 0,1182

R² = 0,653

y = 0,0598x1,0565

R² = 0,6034

0

0,5

1

1,5

2

2,5

3

3,5

4

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52

Dra

ft (

m)

LOA (m)

Extended Abstract

6

mooring berth per meter of floating pontoon and the exposure to wave agitation on the marina

basin entrance. Based on these factors, the option ended up to be on Alternative 5.

Table 3 – Total mooring berths created by each alternative scenario

Vessel

Class LOA (m)

Number of mooring berths (Total)

Alt. 1 a) Alt. 1 b) Alt. 2 a) Alt. 2 b) Alt. 3 Alt. 4 Alt. 5

I, II ≤ 9 147 143 149 145 143 146 151

III 9 a 10,5 123 120 125 121 120 121 126

IV 10,5 a 12 147 144 149 145 143 146 152

V 12,0 a 15 59 58 59 58 57 58 61

VI 15,0 a 18 15 14 15 15 14 15 15

Total 491 479 497 484 477 486 505

Table 4 – Determination of the number of mooring berths by meter of floating pontoon

Alternatives

Number of mooring

berths created

Floating pontoon

total length (m)

Number of mooring

berths (/m)

Zone 1 Zone 2 Total Zone 1 Zone 2 Total Zone 1 Zone 2 Total

1 a) 100 150 250 506 846 1352 0,198 0,177 0,185

1 b) 87 151 238 663 841 1503 0,131 0,180 0,158

2 a) 101 155 256 506 900 1407 0,200 0,172 0,182

2 b) 87 156 243 655 901 1556 0,133 0,173 0,156

3 99 137 236 515 778 1293 0,192 0,176 0,183

4 101 144 245 518 739 1257 0,195 0,195 0,195

5 103 161 264 504 907 1411 0,204 0,178 0,187

Alternative 1, scenario a) Alternative 1, scenario b)


7

Alternative 2, scenario a) Alternative 2, scenario b)

Alternative 3 Alternative 4

Alternative 5

Figure 2 – Layout alternatives for the Povoa de Varzim Marina expansion works

Extended Abstract

8

4 Inner breakwater design

4.1 Design of the trunk cross-section It is considered that, despite of the precision of the mathematical model used to determine the

wave heights inside of the harbor basin, the wave height considered in 2.3 does not reflect the

concentration of energy created by the confinement of the harbor basin with the introduction of

an inner breakwater, thus choosing to design this structure to withstand waves with H=1,7m.

The calculation of the weight of the armored layer blocks and the thickness of said layer, and

also of the supporting underlayer beneath it, was done through the Hudson design formula

(SPM, 1984), assuming that the armored layer would be assembled with rock blocks

(γ=2.6kN/m3) with a 4:3 (H:V) slope. The weight of the rock blocks that compose the armored

layer on the inner side of the breakwater will be a tenth of the ones on the armored layer on the

outer side. The weights considered and the thicknesses of the layers are presented below.

Outer Side

�� = 2,6 × 1,703

2 × ( 2,61,023 − 1)

3× 43= 1,33� = 13,3��

11 ≤ �� !"!#$ ≤ 16%��&

�� = 2 × 1 × '1,332,6 (1 3)

= 1,6�

The weight of the blocks that compose the underlayer will be a tenth of the ones on the armored

layer, having the following characteristics:

1,1 ≤ �*+"!�,�-!�!#$ ≤ 1,6%��&

��.��/�0�� = 2 × 1 × '0,1332,6 (1 3)

= 0,71� ≈ 0,75�

Inner Side

1,1 ≤ �� !"3+$ ≤ 1,6%�� 4⁄ &

��6. = 2 × 1 × '0,1332,6 (1 3)

= 0,71� ≈ 0,75�

110 ≤ �*+"!�,�-!�3+$ ≤ 160%� �4⁄ &

��.��/�0��6. = 2 × 1 × '0,0132,6 (1 3)

= 0,34� ≈ 0,35�

Based on the dimensions and weights given by the calculations were formulated three solutions

for the base cross-section of the body of the breakwater, respectively a high crested

breakwater, a low crested breakwater and a modified reef breakwater. Taking in concern the


9

need of occupying the least area possible and the moderate wave agitation on the harbor basin

the Alternative 3 was chosen, which is presented in Figure 3.

Figure 3 – Base cross-section of the body of the inner breakwater

4.2 Design of the head’s rotational cross-section The rotational cross-section of the inner breakwater’s head was designed taking in

consideration the design of the body cross-section, being approximately half of the body’s

cross-section. The cross-section’s slope remains the same of the body’s one because of the

already mentioned necessity to occupy the least space possible. The weights considered and

the thicknesses of the layers are presented below.

Armored Layer

�� = 2,6 × 1,703

1,6 × ( 2,61,023 − 1)

3× 43= 1,67.� = 16,7��

13 ≤ �� !"� $ ≤ 20%��&

�� = 2 × 1 × '1,672,6 (1 3)

= 1,72� ≈ 1,75�

Underlayer

1,3 ≤ �*+"!�,�-!�� $ ≤ 2,0%��&

��.��/�0�� = 2 × 1 × '0,1672,6 (1 3)

= 0,8�

4.3 Design of the hydraulic passage It was decided to insert a hydraulic passage on the inner breakwater’s body, which consists of a

pre-fabricated concrete caisson with two rectangular cross-sectioned openings (3,85 x 2,1 m)

from inner to outer side, in order to promote a more frequent renovation of the water inside the

marina basin. The data considered and the calculations done to determine the dimensions of

each opening’s cross-section are shown in Table 5 and Table 6.

Extended Abstract

10

Table 5 – Determination of the water volume for the design of the hydraulic passage

HwaterMPMAV (m) Bbasin (m2) Gtotaltide (m

3) Gdesignhyd.pass

(m3)

3,85 100354 386363 193182

Table 6 – Determination of the width of the rectangular cross-sections on the hydraulic passage

T = 6 h T = 12 h

vmax = 3 knot vmax = 2,5 knot vmax = 2 knot vmax = 3 knot vmax = 2,5 knot vmax = 2 knot

Q (m3/s) 8,94 4,47

v (m/s) 1,54 1,29 1,03 1,54 1,29 1,03

S (m2) 5,8 7,0 8,7 2,90 3,48 4,35

h (m) 3,35 3,35

b (m) 1,7 2,1 2,6 0,9 1,0 1,3

5 Retention works design

5.1 Design of the retention works cross-section The construction of the new embankment on the inner side of the south pier and the

modification of the geometry of the southern embankment do require the employment of

seawalls to provide containment, protection and stability to these structures. The procedure of

determination of the design wave height for the retentions is the same that was applied in the

case of the inner breakwater, where the design wave height was based on the results of the

mathematical model referred in 2.3. Following the same criteria already adopted in that case,

the design wave height was set on H=1,5m.

Just as in the case of the inner breakwater, there were considered several scenarios for the

base cross-section of the seawall, more precisely four: keeping the original cross-section,

which has a 3:2 (H:V) slope; adopt a similar cross-section to the outer side of a high crested

breakwater that features an armored layer and underlayer with a 4:3 (H:V) slope and a rubble

core; to maintain the blueprint of the original cross-section but changing to a 4:3 (H:V) slope; to

maintain the blueprint of the original cross-section and the 3:2 (H:V) slope with an adjustment to

the gradation of the rock used and the thickness of the layers. The third alternative, shown on

Figure 4, seems to be the one that offers more stability for a lesser area occupation, ending up

being the chosen one. The weight of the rock blocks and the thickness of the layers are the

following:

�� !"!#$ = 2,6 × 1,542 × ( 2,6

1,023 − 1)4 × 43= 0,83.� = 8,3��

6,5 ≤ �� !"!#$ ≤ 10%��&


11

�� !"!#$ = 2 × 1 × '0,832,6 (P 4) = 1,37� ≈ 1,4�

Following the same criteria applied to the armored layers of the inner breakwater, the weight of

the blocks of the support layer will be a tenth of those on the armored layer:

0,65 ≤ �*+"!�,�-!�!#$ ≤ 1,0%��&

�*+"!�,�-!�!#$ = 2 × 1 × '0,0832,6 (P 4) = 0,63� ≈ 0,65�

5.2 Design of the modified cross-sections for the insertion of gangways The connection between the embankments and the floating pontoons is assured by the

installation of steel gangways with a length of 18 m, which verifies the maximum slope limit of

1:4 (V:H). The gangways are attached to the embankment by the insertion of a modified cross-

section featuring concrete caissons where the steel access ramp is fixed to header beams with

an 1x0,8 cross-section. These caissons feature a rectangular or trapezoidal plant cross-section,

with hollow cells on the inside filled with rubble. Despite the different dimensions of the three

distinct caissons that were applied, they all feature walls and bottom slabs with, respectably, 0,3

and 0,2 m of thickness. The major modification to the cross-section of the seawall is the size

and shape of the rubble toe berm where the caissons lay down, having at least 1 m of thickness

and extending 1 m on each direction of the caisson’s edge.

Figure 4 – Base cross-section adopted for the seawalls

5.3 Design of the transition cross-section between the breakwater and

the seawall The connection between of the inner breakwater and the new embankment by the south pier

requires a modification of the cross-section to allow not only a greater protection on the

external face of the embankment but also to level the difference of elevation between these two

structures. The designed solution, shown in Figure 5, results on a cross-section that joins the

external face of the inner breakwater revetment with the cross-section of the embankment’s

seawall on the inner side of the marina basin, both integrated on the faces of a rubble core with

Extended Abstract

12

variable width. The gap of elevation on the external face of the breakwater is overcome with the

insertion of a concrete header beam with 1,05x0,8 m cross-section.

6 Selection of the mooring of the floating structure

6.1 Pre-design of the steel piles The fixation of the position of the existing floating pontoons was ensured by drilling and inserting

steel piles into the marina basin and attaching them to said pontoons, allowing the variation of

the vertical position along with the rise or drop of the tide. It was decided to use the same

solution on the expansion of the marina, using class S355GP tubular steel piles.

The pre-design of the diameter of the steel piles takes in concern the worst case scenario in

terms of stability and sheer resistance, which regards to the floating pontoons closer to the

entrance of the marina basin during high tide. Since this area is dedicated to the mooring of the

vessels with greater length that will mean that the steel piles will be lengthier and suffer a bigger

impulse from their attached floating pontoons.

Figure 5 – Transitional cross-section between the inner breakwater and the south pier embankment

The maximum force applied on the steel piles is calculated through the equation infLSP

d⋅= ,

considering that it is applied at a maximum elevation of +4,1 (ZH) and determining Sd according

to the Security and Action Regulation (RSA). Having determined the torque on the base of the

pile that is created by the actuating force, it proceeded to search for the diameter that

guaranteed the structural safety of the steel piles when these are spaced 25 to 30 m from each

other, being this distance given by the geometric constraints created by the mooring berths. The

solution ended up to be the use of 610 mm diameter steel piles with 19 mm of plate thickness.

The summaries of the data used and of the calculations of the structural safety of the solution

are shown in Table 7 and Table 8.

Table 7 – Characteristics of the chosen steel pile and of its insertion

fy D e I W Mrd ElevationTop ElevationBottom ElevationImpact

(MPa) (mm) (mm) (mm4) (cm3) (kN) (ZH) (ZH) (ZH)

355 610 19,01 154252,25 5057,45 1795 5,5 -3,5 4,1


13

Table 8 – Maximum torque applied and structural safety calculations

FAverage LPile hS Wk A δf

Sw K

Sd Linf P Msd Msd/Mrd

fmax

(m) (m) (m) (kN/m3) (m) (kN/m2) (kN/m) (m) (kN) (kN) (cm)

5 14 9,27 1,08 3,5 1,2 4,54 1,5 6,8 28 190,50 1765 0,98 10,60

7 Dredging plan

7.1 Design of the dredging plan The dredging plan for this project comprises three basic components: the modulation of the

bottom of the marina basin and the creation of a new access channel to the marina; excavation

of the area occupied by the shipyard on the northern face of the marina embankment; creation

of the new embankment on the inner side of the south pier.

The modulation of the marina basin lies on the definition of several platforms at different

elevations, going from -2,0 (ZH) on the inner area to -3,5 (ZH) at the entrance of the marina

basin, with intermediate platforms at -2,7 (ZH) and -3,0 (ZH). The transition between these

platforms is assured with 1:3 (H:V) slope. The access channel develops parallel to the inner

breakwater within a safety distance of 20 m, being established on all extension at the same

elevation as the marina basin’s entrance, i.e. -3,5 (ZH). Regarding the lateral slopes at the

excavation of the marina embankment, the existing barriers – the marina’s reception building

and the main avenue next to the harbor at an higher elevation – and the restrict area available

requires that a minimum safety distance of 4 m is ensured by the side of the building, which

leads to establishing the lateral slope at 3:2 (H:V). The nourishment of the new embankment on

the inner side of the south pier is established at an elevation of +5,0 (ZH).The dredging plan’s

plant is shown in Figure 6.

7.2 Estimation of total dredged material volume The estimated volumes of sand and granite rock to be dredged from the bottom of the marina

basin, presented in Table 12, follow the overall assessment of the basin’s nature provided by a

group of 50 cross-sections made of the bottom of the marina basin, which were based on the

data provided by a large survey campaign of the area during the construction of the south pier.

Having the longitudinal cross-section of the position of the top face of the granite rock mass in

this area, it was possible to define cross-section of the basin every 15 m starting from the

interior of the marina basin towards the edge of the south pier. With the data obtained from

these cross-sections it was established a Vsand/Vrock ratio so that a estimation of the volumes

of granite rock and sand to be dredged on the areas where no data was available of the position

of the rock mass. Looking at the areas north of the marina embankment, particularly the zone of

the marina basin entrance and of the access channel, since no precise data is available and the

topography is more regular than in the inner area of the marina, the definition of cross-sections

was spaced a bit wider to 20 m between each pair of them.

Extended Abstract

14

8 Quantities maps and budget estimative The summaries for the total quantities of materials used on the different stages of the project

are shown between Table 9 and Table 12.

Table 9 - Summary of the quantities of materials used on the construction of the floating structures

Designation Unit Quantities

Zone 1 Zone 2 Total

Floating Pontoon 7,5x2 m m 135 315 450

Floating Pontoon 11,5x2 m m 333,5 506 839,5

Fingers 12x1 m m 0 60 60

Fingers 9x1 m m 0 81 81

Fingers 7,5x0,75 m m 82,5 277,5 360

Fingers 6x0,75 m m 216 37,5 253,5

Gangways 18x1,5 m un 2 2 4

Steel Piles φ610 mm un 17 25 42

Figure 6 – Dredging plan plant

Table 10 - Summary of the quantities of materials used on the construction of the inner breakwater


Rock (Riprap) 11,0-16,0 kN m3 12129

Rock (Riprap) 1,10-1,60 kN m3 13376

Rubble m3 7886

Concrete m3 119

Leveling gravel m3 13

Sinalization marker un 15


15

Table 11 – Summary of the quantities of materials used on the construction of the seawalls


Zone 1 Zone 2 Total

Rock (Riprap) 6,50-10,0 kN m3 5878 7537 13415

Rock (Riprap) 0,65-1,00 kN m3 6044 6628 12672

Rock (Riprap) 11,0-16,0 kN m3 1182 0 1182

Rock (Riprap) 1,10-1,60 kN m3 586 0 586

Rubble m3 10474 120 10594

Nourishment soil m3 32039 10572 42611

Leveling gravel m3 108 78 186

Concrete m3 270 267 536

Geotextile panel m3 5443 6606 12050

Table 12 – Summary of the quantities of materials dredged from the bottom of the harbor basin

Designation Unit

Quantities

Zone 1 Zone 2

Total Access and Main Channel Shipyard

Sand m3 46029 112045 99512 257586

Granite Rock m3 12869 20606 27823 61298

To finalize this chapter, the summary of the budget estimative is presented on Table 13,

showing the costs for the construction of the full project and for the different components of the

project.

Table 13 – Total costs and per mooring berth generated by the different components of the project

Project componentes Cost

[€] [€/berth]

Permanent costs 210.000,00 -

Detached inner breakwater 2.444.858,00 -

Inner breakwater + Zone 1 3.226.511,00 31.325,00

Inner breakwater + Zone 2 5.789.790,00 35.961,00

Full project 8.297.368,00 31.429,00

Bibliography Projecto de execução da Marina da Povoa do Varzim. Hidrotécnica Portuguesa, 1991

Marina da Povoa de Varzim – Obras de Expansão e Melhoria das Condições de Abrigo. Estudo

Prévio, CEHIDRO, Março 2009

Tobiasson, B.O./Kollmeyer, R.C. – “Marinas and Small Craft Harbors”, Van Nostrand Reinhold,

New York, Second edition, 2000

Extended Abstract

16

PIANC – “Examen de norms sélectionnées applicable à lá conception d´appontements

flottants”, Rapport Spécial de la Comission pour la Navigation de Sport et de Plaisance, 1997

Pipa, Inês – “Melhoria das condições de abrigo na marina da Povoa de Varzim. Estudos em

modelo matemático.”, Dissertação de Mestrado em Engenharia Civil, Outubro 2008

Bateux Magazine, Dezembro 2009

Documents

IMPROVEMENT OF SHELTER CONDITIONS AND EXPANSION … · Improvement of shelter conditions and expansion works of the ... Posicionamento da obra de abrigo e bacia da ... Improvement