Cargo transshipment operations - transshipment, operations that go beyond port limits, as an alternative for loading and unloading solid bulk, have proven to be an increasingly viable alternative for reducing long waiting lines for bulk carriers to dock and bottlenecks in port access infrastructure. However, this type of operation, which is still spreading, especially in the north of Brazil, still requires more elaborate studies to protect operational safety. This dissertation aims to carry out a risk management study of transshipment operations, offshore, in the port of Vila do Conde. Bibliographical surveys, document reviews interviews with experts were carried out to identify the main risks inherent to the operation, as well as to choose the risk analysis method to be applied. As a result of the study, the risks of all operational stages were qualitatively analyzed, in order to propose greater operational safety for offshore solid bulk cargo transshipment operations.

The Brazilian naval industry is a sector of extreme complexity, involving a series of technical, logistical, and regulatory challenges. The production of ships and vessels requires a high level of specialized knowledge and technological capability, encompassing engineering design, construction, and commissioning. Efficient project management plays a crucial role in this sector, as it is mandatory to ensure not only technical aspects but also the efficiency of cost and schedule parameters.
In this context, the Earned Value Management System (EVMS) provides greater rigor and effective direction for the integration of planning and control processes, especially regarding the integration of processes typically considered central in complex projects, such as organization, planning, accounting, monitoring reports, and change control.
This dissertation aims to assess the use of EVMS in the pioneering project of the Admiral Saldanha Polar Ship, with the goal of evaluating the challenges of its implementation in the industry and analyzing the results derived from the application of the tool. Thus, this research seeks to validate EVMS as a powerful project management tool in the naval industry through a case study on the aforementioned project.
In this perspective, given the significant complexity related to shipbuilding, the need for the implementation of a project management methodology becomes evident. This methodology should promote adequate control of project evolution, provide efficient tools, and enable the responsiveness of the involved managers to ensure the faithful achievement of expected results within the determined cost and schedule parameters.

River transport is the most important means of transport for delivering people and cargo in the State of Pará, and is responsible for promoting the population's quality of life. The region's waterway terminals have very rudimentary logistical planning in terms of their operational dynamics. This brings a lot of inconvenience to those who use the means of transport to travel. The specific purpose of this work was to develop an instrument for evaluating the quality of services offered in passenger terminals in the municipalities of Belém and Salvaterra, in Marajó. Through observational methodology, through the application of evaluative questionnaires from the National Waterway Transport Agency (ANTAQ) and a Survey survey. It was confirmed that the waterway terminals are not operating efficiently and that the factors found, such as lack of security, policing, accessibility, inadequate parking, untrained employees, among others, make operations at port facilities difficult. The results allowed the identification of problems in user access and circulation at waterway terminals, in addition to providing improvements in their infrastructure, accessibility and mobility, directly impacting passengers' quality of life.

The port of Itaqui, Maranhão/Brazil, consolidated its prominent position in the northern arc, being the only one to move grains in quantities above its potential, estimated to export around 12 million tons in 2020 and closed the year with 12, 1 million tons of grain moved. The growth in exports occurred with the consolidation of the 2nd phase of the Itaqui Port Grain Terminal - Tegram, added to the investments made in the expansion, with the adoption of measures to improve operationalization, with the optimization of access, the dredging of berths and access channels, providing an increase in the capacity to move 20 million tons in 2025. The present work proposes to choose the scenario among the simulated models, which presents the best results in grain ship loading operations, with the application of stochastic processes through modeling and simulation techniques using specialized software, which provides optimization of the productive capacity of the port of Itaqui. The Arena software was used to develop the model and, through two alternative scenarios, analyzes were carried out in relation to waiting times at anchorage, number of ships served and occupancy rate.

The present study focused on the analysis and dynamics of tidal currents with the aim of generating natural energy in estuaries, based on a case study conducted in a coastal region with significant tidal influence. Therefore, hydrodynamic research plays a crucial role in forecasting and producing energy from the natural flow of currents. In this context, the primary objective of this study was to generate hydrodynamic scenarios in the Inner Continental Shelf of Amapá (ICSA) based on the creation of current patterns over a lunar cycle (spring and neap tides) that includes half ebb tide, half flood tide, high tide, and low tide. The methodology employed consisted of the following stages: conducting a comprehensive literature review, determining the geomorphological characteristics of the Varador Channel bed using an SRTM model for terrain analysis, creating hydrodynamic scenarios in the ICSA based on the use of the 2DH hydrodynamic model (Base System for Environmental Hydrodynamics - SisBaHia), digitizing coastal and maritime contours using Surfer software to create the necessary grids and domains for the hydrodynamic model, processing wind data, harmonic constants, and roughness parameters in Excel, and subsequently incorporating them into the hydrodynamic model, validating the data to ensure accurate representation of simulations, identifying areas in the ICSA with energy potential through tidal currents, calculating the energy potential of tidal currents, and identifying appropriate technologies for electricity generation based on local characteristics. Through the simulation conducted in SisBaHia, it was possible to obtain a representation of sea level elevation over a period of 30 days starting from 01/04/2021. This allowed the identification of moments corresponding to half ebb tide, half flood tide, high tide, and low tide in the spring and neap tide cycles. The results of simulations for spring and neap tide cycles revealed two promising areas located in the Varador Channel, where tidal current velocities ranged from 0.9 to 1.80 m.s-1 and energy density ranged from 373.61 W.m-2 to 1835 W.m-2. The energy density reached its maximum value in the upper stretch of the channel, near the Igarapé do Inferno (Maracá Island), where tidal currents are strongest.

This work deals with a model of artificial neural networks (ANN) created to determine the forecast of the height of the meteorological tide in port access channels, with emphasis on the study on the Pará River, which is the access entrance to the Port Complex of Barcarena - PA. A detailed study was carried out on time series, in particular, the astronomical tide in the region, allowing to obtain the harmonic analysis and generation of the harmonic constants of the tide and subsequent prediction of the astronomical tide in the region under study. Next, ANN's were developed with astronomical tide data as input and meteorological tide as output. The neural networks were generated using the Perceptron Network concept and were trained by applying the backpropagation algorithm. The ANN's created to predict the meteorological tide were developed separately for three different stations in strategic positions (Ilha dos Guarás, Soure and Ilha de Mosqueiro) to evaluate the data as it enters the estuary. Root mean squared error (RMSE) values were 0.0566 for Ilha dos Guarás, 0.0752 for Soure and 0.13 for Ilha de Mosqueiro, which proves that the further you go into the river, the greater the errors between the values, that is, the smaller the influence of the astronomical tide on the heights of the meteorological tide.

In the field of complex analyses, such as those involving perspectives of unparalleled units within the same study, the need for methods that can measure performance to decisions without losing information and in the face of different factors is inherent. To measure gains in terms of transport efficiency, the paper presents a new integrated decision-making method to compare performances of alternative propulsion systems for river trains located on the Miritituba-Vila do Conde route. The paper is also motivated as a result of the increase in production and exports in the Amazon region, taken by restricted waterways, which should cause problems resulting from large-scale navigation in the region. After analyzing several factors that influence the region's performance, an assessment was established given the perspectives of security, costs and energy efficiency. Also, this work highlights modern approaches to the MCDM methods used in the research, addressing the results and advantages of each method. To investigate the reliability of the proposed method, a sensitivity analysis using the ELECTRE method was used. Both results demonstrated that the use of diesel-electric propulsion with azimuth thrusters in the studied route would increase the energy efficiency of navigation and safety in comparison to the other evaluated alternatives, therefore, being the alternative with the highest performance of the analysis. The comparison of methods and results showed the veracity of the results obtained in an analysis process, even using incomparable perspectives. The main contribution of this paper is the integration of different perspectives without the loss of information, conceptualizing differences between the alternatives presented. It is believed that the process adopted will contribute vehemently to a better analysis of specific systems from multiple perspectives, providing a simple but reliable decision making.

Water transport is a very old mobility solution. The Amazon region represents a good case study, where waterway transport played and still plays a very important role. However, waterway passenger transport lacks economic models that help in the design and implementation of strategies for sustainability. In this work, a cost model for water transport of passengers was developed based on the assumptions of activity-based costing and linear programming was used to optimize costs under demand and service level restrictions, with the objective function of maximizing service profit. The model was applied to a waterway passenger transport company for three crossings in the city of Belém - Brazil, for passengers and cargo, and vehicle transport, operating on trips between Belém and Ilha de Marajó. Different simulations were made to explore the opportunities and conditions of reducing operating costs. The search was for the best relationship between cost and profit, that is, the model parameters include variable cost, profit and maximum number of possible trips. In view of the results, cost reduction alternatives were established to reach the maximum profit and number of trips. The model proved to be useful for designing sustainable waterway transport services through the analysis of viable and effective cost reduction strategies. cost reduction alternatives were established in order to reach the maximum profit and number of trips. The model proved to be useful for designing sustainable waterway transport services through the analysis of viable and effective cost reduction strategies. cost reduction alternatives were established in order to reach the maximum profit and number of trips. The model proved to be useful for the design of sustainable waterway transport services through the analysis of viable and effective cost reduction strategies.

The transport of grains in the Amazon region is carried out by waterways and highways, however, there are problems of congestion in the accesses and productivity of the ports that is still low. In the last decades the Brazilian bulk production has been experiencing a great growth, the search for better logistical solutions in the scope of the production flow in the shortest time and at the lowest cost, has brought a prominent role to the Amazon region. As the largest watershed in the world, its waterways have become one of the most important axes for all national production. Notwithstanding the forecast of increased production, it has become essential to develop strategic methods to ensure its viability and optimization, in this way, the main companies operating in this market already use river convoy models for flow. In the competitive scenario, ways and means were developed to improve its transport logistics, employing sufficient measures to optimize the entire process. It is known that the agricultural bulk process by push convoys is carried out by river barges. These projects were developed in a different navigation and demand scenario. In search of a more adequate solution, with the conditions of the Amazonian navigation environment and the high capacities necessary for the bulk carrier convoys, this work has the fundamental scope to elaborate on model in the fluvial convoy formation that could analyze the additional cost for convoys over 210 m, which intend to navigate in the Estreito de Breves-PA, using the possible formations that would generate a better economic viability of the fluvial convoys used in the Amazon, being the model presented in this dissertation of great importance for optimization for the formation of the convoys of push, since it could obtain the cost per ton for each formation due to the normative requirements
for navigation in the region of the straits of the island of Marajó with the following results: extra pushers for convoys of 35 and 45 barges and auxiliary pushers (scouts) for the formations of 25, 35 and 45 barges, generating highly positive aspects s in the commercial scope for large companies that use this type of service.

In the current scenario, Brazil has consolidated itself as the largest exporter of soybeans in the world, with the state of Mato Grosso being the largest contributor to this result. Starting from the possibility of flowing this soybean to the ports of the Arco Norte, it becomes imperative to investigate the possible logistic routes considering the degrees of uncertainty of the variables involved in transport (freight rates, offers and demands of the ports), in the search for what would be the best alternative route from the economic and logistical point of view to obtain a more efficient transport. Therefore, this research proposed to develop a Fuzzy Trapezoidal Interval Transport Model (MTFTI), optimizing the transport involving three alternative routes with different scenarios, in addition to providing the decision maker with freight values close to the deterministic values (crisp). In the present context the adopted methodology was applied to evaluate the performance of the transportation alternatives of soybean production from the state of Mato Grosso towards the Arco Norte ports. The results obtained in the first and second scenarios were the same, both in relation to freight cost and logistics. The third scenario, which involves the BR-163 routes and the Araguaia-Tocantins Waterway, was the scenario that presented the highest cost in soybean transportation. In the fourth scenario, which encompasses the three routes under study, the model optimized the logistics via the BR-364, Ferrogrão (EF-170) and Araguaia-Tocantins Waterway routes, resulting in the best scenario with the lowest transportation costs. Among the results, it is concluded that the model applied in the research presented satisfactory results, enabling the decision maker to analyze the approximate freight values, and may have the option of other routes, due to the freight values being very close.

World projections indicate an increase in demand for soy and, in this context, countries with continental dimensions and favorable soils such as Brazil stand out. Particularly, the states of the northern region of Brazil show themselves as possible new agricultural frontiers for this crop. However, they need to be competitive in order to sell their production, which indicates the need for studies of available modal alternatives to determine those with better economic results. With this in mind, the present work executed the analysis of alternative intermodal routes using linear programming, to identify the optimal solution route, in support to decision-making in the transport of soybeans for export, taking as a case a region located between States of Pará and Tocantins, close to the Araguaia-Tocantins waterway. Within the categories of linear programming models, the particular case called transport and transshipment problem was used. The model aimed to minimize transport costs from the production centers to the exporting port, through the current infrastructure and, under different scenarios of intermodal alternatives formed by the project of Ferrovia Paraense S.A. and by Araguaia-Tocantins waterway, the year 2019 and production projections are considered for the year 2029. The results showed that the scenarios with waterway transport bring greater benefit to the region, achieving savings of up to 23%. Furthermore, the Vila do Conde port complex expands its zone of influence, thus obtaining increase in the quantity exported in up to 1059.7%. As well, it confirms that the State of Pará is the one that most needs an intermodal alternative. Furthermore, the routes were configured in new transport networks, reducing the distances traveled in the road modal to transport production from the municipalities, reducing the flow on the main highways. Thus, it is concluded that intermodal transport improves regional competitiveness and favors the development of States.

World energy consumption will grow by almost 50% between 2018 and 2050 and the growth in consumption results in a 79% increase in electricity generation between 2018 and 2050. Renewable energy has been globally a major source of electricity generation for several years because of its ability to produce unlimited energy. Among the renewable energies are ocean energies, which depend on the natural resources of the waters of the tides and oceans. Tides are a promising source of energy, given their periodicity and predictability. using harmonic analysis techniques or ocean modeling. In this scenario, estuaries are the main environments to be studied, aiming to know their energy potential, based on hydrodynamic modeling studies. In this work, a study was carried out in the Pará River estuary; located in the eastern portion of the Amazonian Gulf, in the northern region of the state of Pará. The objective was to analyze the hydrodynamic circulation (syzygy and quadrature) and define the energy potential from tidal currents. For this, the SisBaHia® (Base System of Environmental Hydrodynamics) modeling program was used. The Pará River estuary has an average depth of 11.507 m. At the mouth, the depth varies between 5 to 20 m, and the greatest depths occur in the Porto Vila do Conde region (Barcarena), varying between 30 and 69 m. The hydrodynamic simulations for the month of January 2019, showed that the maximum elevation was 4,68 m while the minimum was 0,76 m, characterizing the Pará river estuary as a macro tidal region. Hydrodynamic modeling in the Pará River estuary showed expected results where, it was observed that during the spring tides, the speeds are higher (flood tide: 0 to 0.86 m / s, high tide: 0 to 1.11 m / s, and ebb tide: 0 to 0.93 m / s and low tide: 0 to 1.00 m /s) compared to the neap tides (flood tide: 0 to 0.58 m / s, high tide: 0 to 0.95 m / s, and ebb tide: 0 to 0.55 m / s and low tide: 0 to 0.60 m / s). Tidal currents are typical of semidiurnal tides, in which the ebb speed is higher than that of the flood. The strongest currents occur during the spring tide compared to the currents that occur in the neap tide, and are predominantly located at the mouth of the Pará River estuary. The model generated a good representation of the estuary conditions, showing acceptable tide and hydrodynamic patterns when compared with real measurements, since the errors between the measured and modeled data in relation to the water level were less than 5%. Six areas with energy potential were identified at different times of the tide: the largest being 700,91 W/m2 e 610,39 W/m2 (in the Syzygy tide) and 439,4 W / m2 (in the quadrature tide). Following world trends, in terms of energy production, the use of submerged turbines in the tidal channel is suggested, such as Seagen U.

Despite the great coastal extension and the vast transport capacity for passengers and cargo in Brazil, currently there is not enough research related to the ship recycling market in this country, especially in the Amazon. This research aims to characterize this market in Brazil by analyzing and filtering data from the national fleet and applying the AHP method using criteria that reflect this market. Brazil's position in relation to the international recycling market was characterized, pointing out the main competitive criteria in Brazil, as well as the key criteria that need to be improved for insertion in this industry. In addition, a quantitative spatialization of data from the national fleet was carried out, which presents the current state of this market potential inside the country. According to ANTAQ data, in Brazil, there are approximately 3.8 million tons of steel coming from vessels that have potential for recycling, this steel is distributed among 5319 vessels. There is no disposal plan for these vessels, which creates environmental and social problems, but also business opportunities. Today, 36% of the existing vessels have been in operation for more than 20 years, these vessels are concentrated in two centers based on the total amount of steel (LDT) and the number of possible vessels for recycling: the first in the North of the country, under the influence of the city of Manaus (Amazon Region) linked to river transportation, and the second is located under the influence of the city of Rio de Janeiro and the oil and gas market. Finally, it was concluded on the viability of the Amazon and Brazil in the international ship recycling market from an economic, environmental and social perspective.

Brazilian agribusiness plays an important role in the world trade of commodities, especially in relation to solid bulk, with special emphasis on soy. In this scenario, production in Brazil took new directions in its growth, especially in other regions that expanded this culture, with the northern and central-western regions standing out as new producing centers. With this, new logistical possibilities arose in the flow of this product destined for export. This paper discusses the decision factors for the ideal port choice for cargo in the North Arc. These facilities that host this production are located in the North and Northeast regions. We sought subsidies based on the Analytic Hierarchy Process (AHP) methodology, a multi-criteria tool used in this decision-making process, which evaluated and ordered the decision criteria and sub-criteria by filing them. Subsequently, there was an analysis that selected the options for filing the decision that opted for the Port Location criterion and the subcriterion waterway access as the best alternatives in the transportation of these Commodities. In addition, the port facilities in the North Region were the best options for this movement and determined the best port option for reception currently in the view of these specialists for this circulation of solid bulk in this corridor. Deciding as preference the Vila do Conde Port Complex, located in the North Region. In such a way, that this choice guides and directs this circulation of commodities, which play an important increase in the Brazilian economy, which comprises, at the same time, a significant share in the global economy.

Being Amazon the gratest of the five brazilian regions, with a broad área of approximately 3.659.637 Km², and in most washed by the Amazonic Basin, which has total extension of 6.992,06 Km, inland is understood as essential in supplying the microregions with difficult terrestrial access. Given the exposed, great necessity arises for the use of boats in passengers and cargo transport, which utilize waterway terminals for its transshipment. Lately, both the Public Institution and private initiative come forth on the search for improvements in those. Due to a great unevenness between the wharf and the water level, caused by a considerable variation in tide over the year, and aiming for better comfort, safety, efficiency, and accessibility, the use of articulated metallic ramps/bridges, as a way of connecting the wharf to the floating structure, is widely noted over the past years. Regarding this matter, great importance is given to a suitable structural design that fulfills the requirement for safety and satisfactory utilization of those. Looking for enhancement, this work has as proposal the development of an optimized project using Finite Element Analysis (FEM). FEM consists in discretizing a real continuous medium, being a method that gives satisfactory solutions for engineering problems. This study has the objective to find an alternative of construction cost reduction of the metallic ramps/broges, searching for punctual problems, avoiding structural super dimensioning, besides of granting safe and reliable results. Therefore, dimensioning and evaluation of the structural members aiming to grant its integrity, preventing accidents by failure and maximum cost reduction is the main purpose of this work.

In a context of demographic growth and unbridled urbanization, the growth of soil sealing is identified, with increased surface runoff and decreased natural infiltration of rainwater, which is related to the absence of effective public policies for urban planning including drainage. urban climate, lead to various problems linked to environmental issues of Belém. The floods that commonly occur in Belém usually carry with them various environmental, social and economic problems that directly influence the dynamics of the city. The municipality has several areas that are prone to flooding, due to intense precipitation and high tides that occur most frequently during the Amazon winter, in addition to the large volume of waste produced in the area and an inefficient drainage system aiming to gauge how agents natural and anthropogenic activities cause flooding and what the main implications are, multivariate statistics were used, with Multifractual Detrended Fluctuation Analysis (MF-DFA) and Multifractual Detrended Cross-Correlation Analysis (MF- DXA) methods in daily time series of precipitation, flow and tide over the 30-year period at stations located in Belém, PA. In addition to mapping the main problem points, where flooding tends to be more recurrent, in order to provide subsidies for future research and public works in the area. The results show that the possible changes in its hydrological cycle caused by paving, embankment and the increase of demographic density directly affect some factors, such as the decrease of infiltration rates and runoff, resulting in the accumulation of surface water. . Given theresults obtained, it is inferred that when applied to the nova nova basin, based on analyzes of the IDF curve, Hietograms, Hydrograms and the correlation between precipitation and tide, precipitation events with values above 20 mm associated with high tides compromise. Drainage capacity, which provides a favorable place for the occurrence of occurrences..

In recent years, there has been an increase in the volume of sediment dredged in ports around the world, this increase is caused, in addition to the natural process of sedimentation in the estuaries, by the need to adapt the ports to receive ships with increasing cargo capacities. Most of the world's ports are located in estuaries, which are protected by waves and ocean phenomena, sensitive to temporal, natural and anthropogenic changes. In Brazil, the regulations establish that sediment dredged in ports should be discarded in boot areas in estuaries. A multitemporal analysis of 26 years (1984-2010) was developed to identify changes in the morphology and volume of bottom sediments before (1984-1999) and after (2010) the creation of boot areas in Guajará Bay that began operating in 2000. The study area is characterized by high hydrodynamics: meso-tidal (semi-diurnal: 3.7 m), tidal currents (2.10 m / s), high precipitation rates (600 mm/ month in the rainy season and 150 mm/ month in the dry period), winds of 1.50 m/s, direct hydrological and sedimentary interferences of the Marajó Bay and the Acará, Guamá, Mojú and Pará Rivers. In the Guajará Bay, there are flood channels (Middle Channel) and ebb (Ilhas das Onças Channel) well interspersed by sand banks (do Meio, da Cidade e Sul Bank). For the study, the nautical charts of the Port of Belém (n° 320) of the years of 1984, 1999 and 2010 were used, where the boot areas outside 1, 2 and 3 were identified. The largest depths of Guajará Bay are in or near the Ilhas das Onças Channel, which can reach 25 m depth, this channel is the most important feature of the bay, with constant migration and deepening of its limits, a determining factor in the extension and location of the shoals. Between 1999 and 2000, 1,250,000 m³ of sediments were dumped in the boot areas nº 1 and 2. The first period analyzed in the present study (1984 to 1999) showed several areas in sedimentation processes and deepening points, while the second period (1999 to 2010) showed loss of bottom sediment, with increased depth. The Ilha das Onças Channel lost a volume of 94,084 m³/ year of sediments from 1984 to 2010, while the banks in the same period lost 3,023,441 m³/ year of sediments. Between 1984 and 1999 the Ilha das Onças Channel migrated towards the west, already between 1999 and 2010 it migrated to the east, displacing the banks in the same directions. The bathymetric volume of 1984 was 241,981,891 m³, 1999 was 245,812,221 m³ and in 2010 it was 285,967,820 m³, indicating that the bay is in an erosive process. The rate of evolution of Guajará Bay for the period 1984 to 1999 is 0, 10 cm/ year and for the period 1999 to 2010 of 1, 13 cm/ year. The highest sedimentation rates in the sandbank areas were found between 1984 and 1999. From 1999 to 2010, erosion predominates throughout the bay (banks and canals) resulting in increased depth, evidencing that the sediments deposited there were all reworked by hydrodynamics.

This paper presents the results of using a multicriteria decision making method- Analytic Hierarchy Process - AHP applied in a passenger transport line to identify and prioritize criteria for passenger vessels projects.For execution the study, there was a choice of a multi-criteria method after wide research about decision-making methods, and the search for a software that helps to solve the problem. The criteria, sub criteria and alternatives of the hierarchical structure were defined, and by using questionnaires note were collected given by the users of the transport and by professionals with technical view on the subject. It was achievable validate the model and applying the methodology using the software Super Decisions where priority rankings were obtained. The apply of AHP methodology allowed to hierarchized the vessels, and achieve as results that the criterias of Safety, Accommodation and Bathroom are the main ones for the passenger vessel project.

The waterway network in the Amazon is formed naturally, and navigation is a natural vocation, where rivers provide the necessary access to the raw materials, as well as making it possible to shorten distances, which favor not only the movement of people and goods, but also the connection with other countries, being currently, important for the flow of the production of the soybean of the north corridor. In order to maintain navigational safety and promote economicity, a study was carried out to investigate navigability in the Boiuçu and Breves Strait, in order to verify the stretches with the greatest restrictions in relation to the radius of curvature, channel depth and size of the convoy authorized to navigate, and to reach the proposed goal for channel sizing, we used methodologies recommended by PIANC (1997) and USACE (1980). These and other parameters are determined from the characteristics of the adopted type of convoy (dimensions, speed, maneuverability), being intrinsic of the PIANC the use of environmental variables observed in the study region such as winds and its effect on the vessel in the transverse direction, currents and its longitudinal and transverse effect, wave regime. Among the radius of curvature studied, navigation in the Strait of Boiuçu becomes more favorable, since 63% of the radius of curvature are 3470, 17% of radius of curvature of 1735, 7% of radius of curvature of 1041 and 13% with a radius of curvature of 694. On the other hand, navigation in the Straits of Breves becomes unfavorable, due to the greater number of curves and high angulations, it has 56% radius of curvature of 3470, 16% radius of curvature of 1735, 7% radius of curvature of 1041 and 21% radius of curvature of 694.

The present dissertation analyzed the development of mixed river transport (cargo and passengers) in the Amazon River region (lines Belém-PA to Manaus-AM and Belém-PA to Macapá / Santana-AP), in the period from 2011 to 2016, in order to identify the evolution of the quality of river transport services practiced, due to the performance of the State regulation. The evolution of regulation, the particularities of service provision and its impact on society, as well as the effectiveness of the regulatory tools on the quality of service provided by the companies authorized by the regulatory body, are evaluated by effective penalties, with information obtained by the Union's official press, analyzing its practical and statistical connotations. The "Analytic Hierarchy Process - AHP" was used to evaluate the aspects that most impact on the provision of services to users of inland waterway passenger transportation in Amazonian lines, being the criteria and weights used from Antaq research and published article. In this respect, it was observed that the supervision procedure aims to assess all the obligations imposed by the regulatory standard in an isonomic manner, without any connection with the user's wishes and that the monetary values of the penalties are defined on a technical basis, in line with the various obligations required for the execution of the transport service. Also, a statistical analysis was carried out on the possibility of linking operational and monetary aspects of those authorized companies with the application of penalties by the regulatory agency. It was concluded that the amount of infractions depends on the action of the service provider and the methodology used in the inspection action, and with the publicly available information, there is no statistical evidence that identifies the factors involved, including lack of public access to the criteria adopted each year by the regulatory body in its planning, as well as the commitment adopted by it, whether related to the application of monetary resources or personnel.

Considering the scenario of inland navigation in the Amazon region, specifically in the issue of school transportation, the FNDE (National Fund for the Development of Education) provided the implementation of School Boats through the “Caminhos da Escola” program, in order to provide a safe and efficient transportation to more than 180 thousand children dependent on this modal to reach schools daily. However, of the two models of launches available, the LE-G (Large School Boat) and the LE-M (Medium School Boat), the latter has been the object of complaints from users about the high travel time, since it has not reached the minimum speed requirements defined in the design, as well as a high fuel consumption, configuring its operational inefficiency. In order to make the operation of the LE-M economically viable, this work presents an analysis with the use of SHIPFLOW, a numerical modeling and flow simulation tool that utilizes the Computational Fluid Dynamics (CFD) technique. Hence, simulations of a series of boat speeds were conducted (Fn = 0.25 ~ 0.63), in such a way that the characteristics of the flow around the hull could be investigated. After the analysis of the proposed series of speeds, hull shape hydrodynamic optimization studies were performed using the NSGA-II genetic algorithm in the CAD environment CAESES, with the objective of reducing the wave resistance 𝑅𝑅𝑊𝑊𝑊𝑊 and the transverse wave resistance 𝑅𝑅𝑊𝑊𝑊𝑊 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡, consequently reducing the resistance to advance, amplitude of generated waves and fuel consumption. The achieved results are a maximum reduction of 5% of the total resistance to advance and the identification of the trend of geometric variation of the hull for investigation in later studies. 

THIS RESEARCH WAS CARRIED OUT IN THE GUAMÁ RIVER ESTUARY, WHICH HAS 160 KM OF EXTENSION, LOCATED BETWEEN THE CITIES OF BELÉM (1º 27 '21 "S AND 48º 30' 14" W) AND SÃO MIGUEL DO GUAMÁ (1º 37 '37 "S AND 47º 28 '58 "W) , IT IS PART OF THE GUAMÁ RIVER BASIN AND IT IS A TRIBUTARY OF THE PARÁ RIVER, ITS SOURCE IS LOCATED NEAR OURÉM ON ITS RIGHT BANK. THE ANALYSIS OF THE HYDRODYNAMIC CIRCULATION OF THE GUAMÁ RIVER ESTUARY AIMED TO DETERMINE ITS BATHYMETRIC CHARACTERISTICS AND TO PRODUCE SIMULATIONS OF CIRCULATION SCENARIOS IN THE ESTUARY DURING SPRING AND NEAP TIDES AND ALSO TO COMPARE THE VARIATIONS IN THE TWO TIDAL STAGES. ALSO, THE MAGNITUDES OF TIDAL CURRENTS IN THESE PERIODS WERE DETERMINED AS WELL AS THE AREAS WITH POTENTIAL ENERGY BY MACRO-TIDE CURRENTS WERE IDENTIFIED. THE METHODOLOGY FOLLOWED THE FOLLOWING SCRIPT: (1) BIBLIOGRAPHIC SURVEY (2) ACQUISITION OF DATA OF BATHYMETRY, TIDAL LEVEL, FLOW, PRECIPITATION, TEMPERATURE, (3) BATHYMETRIC DATA PROCESSING IN SURFER; THE TIME SERIES OF TIDE LEVEL WERE SUBMITTED TO DATA PROCESSING ROUTINES ELABORATED IN THE EXCEL WINDOWS SOFTWARE (3). THE PROCESSED DATA WERE THEN ANALYZED, AND INSERTED INTO THE MODEL; THEN THE MODEL GENERATED SCENARIOS OF EBB, FLOOD, NEAP AND SPRING TIDE. FROM THE MAPS, VERTICAL CURRENT PATTERNS WERE GENERATED ALONG A NEAP AND SPRING TIDE CYCLE (EBB, FLOOD, NEAP AND SPRING TIDE).THROUGH SISBAHIA SOFTWARE A 30 DAYS SIMULATION WAS PERFORMED FROM 06/15/2009, THE TIDE CURVE WAS GENERATED AND ITS ACCURACY WITH THE DATA MEASURED IN THE FIELD FOR A PERIOD OF 4 DAYS (FROM 06/19/2009 TO 06/22/2009 ). THE TIDE ELEVATION CURVE MEASURED DURING THESE DAYS HAD VALUES RANGING FROM 0.51 M (MINIMUM) TO 3.6 M (MAXIMUM), COMPARING WITH THE MODEL RESULT, THE TIDAL ELEVATION HAD 0.5872 (MINIMUM) AND 3.6187 (MAXIMUM). THROUGH THESE SIMULATIONS, SURFACE MAPS OF CURRENTS WERE GENERATED TO OBSERVE THE DIFFERENT CIRCULATION PATTERNS AND, FINALLY, AREAS WITH ENERGY POTENTIAL WERE IDENTIFIED BY MACRO-TIDAL CURRENTS IN THE GUAMÁ RIVER ESTUARY.

This study presents the application of the Declared Preference Method with the objective of verifying whether there will be demand and possibly migration between modal road (private car) and waterway mode (vessel), as well as to verify which attributes are most relevant for this migration between Modalities in an area in the city of Belém-PA. For this purpose, the Declared Preference Method was applied in the study area comprising the District of Icoaraci, distant about 25 km from the center of Belém and has an area that is conducive to the transportation of water by the Bay of Guajará. The survey determined the degree of acceptance of the waterway transportation by boat and what attributes this modal must present to be attractive to users who make daily trips to Belém. A group of cards was presented with the options of attributes: tariff, time Travel, comfort and safety. Individual transport users could choose the option containing the levels of attributes that most satisfied their need on a boat trip, or simply choose none and continue to use their car. Thus, one can model the utility function taking into account the choices of the users. The study concluded that there is a demand for waterway transportation, 81.7% chose at least one service option for boats, but users are more sensitive to the attributes "fare" and "travel time" when increasing the values of these attributes The demand diminishes considerably, this fact confirms the hypothesis of the research The impacts on urban mobility with transport planning are also analyzed in light of the results obtained by the experiments carried out in the research