Vulnerability of Coastal Areas Due to Infrastructure: The Case of Valencia Port (Spain)
Abstract
:1. Introduction
- To assess the state of coastal erosion;
- To determine the extent to which the coast around Valencia has increased its vulnerability due to the existence of the port and other infrastructure;
- To propose measures to correct problems, and the necessary adaptation to climate change;
- To promote adequate management of the port of Valencia.
2. Area and Methodology of Study
2.1. The Port of Valencia
2.2. The Port and the Transformation of Valencia and Its Metropolitan Area
2.3. Evolution of Freight Traffic in the Port of Valencia
2.4. Methodology of Study
- Sediments sampling at dry and submerged beaches. Granulometric tests of the sampled sediments were developed once a sample was washed and organic matter was removed using ASTM sieves;
- The determination of the carbonates of the sampled sediments;
- The mineralogic analysis of fractions of ASTM series and analysis of the existence of blue quartz in fractions;
- Sediment characterization (including granulometric, carbonate portion, and mineralogic tests), allowing the establishment of potential sediment sources;
- The sedimentary transport by waves and storm surges was estimated. The wave climate in the area was established according to [32] from the following data sources:
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- The Valencia tide gauge (REDMAR network) managed by Organismo Público Puertos del Estado (OPPE), an hourly data series provided by the Maritime Climate Program and including data since 1992.
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- The GOS 2.1 (Global Ocean Surges) reanalysis database [32] to determine the storm surge. The numerical model used in the GOS reanalysis is the ROMS (Regional Ocean Modeling System) three-dimensional model developed by Rutgers’ Ocean Modeling Group (http://marine.rutgers.edu/po/index.php?model=roms accessed on 16 September 2020).
- -
- Relationships between the different sea reference levels were taken into account.
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- Wind conditions (mean and extreme annual conditions) were determined, obtained through dynamic downscaling using the WRF-ARW 3.1.1 model (weather research and forecasting and advanced research dynamical solver) from the ERA-Interim atmospheric reanalysis [33] developed by the European Center for Medium-Range Weather Forecasts (ECMWF).
- -
- Wave data at deep water conditions, also from the GOW 2.1 (Global Ocean Waves 2.1 [32]. This reanalysis includes data since 1989, has an hourly temporal resolution, and has a spatial resolution of 0.125° along the Mediterranean. The numerical model used for the generation of the reanalysis was the Wave Watch III model developed by NOAA/NCEP. The SWAN-OLUCA mixed numerical model for the wave propagation to the coastline was applied [32] to obtain the breaking currents.
- Aerial and satellite views were also analyzed [26].
3. Results
3.1. The Spanish Mediterranean Coast
3.2. Analysis of Sediment Transport in the Valencia Oval
3.3. Sedimentary Sources
4. Scientific Discussion
4.1. Sediments and Their Sources
4.2. The Beaches to the North and South of the Port of Valencia
4.3. Effects of the Port on the Coast
4.4. Corrective Measures for Coastal Protection
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- Protection of populations, economic centers, and vulnerable natural areas by using hard structures and/or soft protection measures;
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- Accommodation through occupying sensitive regions, but acceptance of a higher degree of flooding, erosion, or other hazards by changing land use, construction methods, and improving preparedness;
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- Planned retreat by removing structures in developed areas, resettling inhabitants, and requiring new development to be set back from the shore;
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- Use of ecosystems influencing processes related to coastal erosion by means of the creation and restoration of coastal ecosystems, such as wetlands, biogenic reef structures, seagrass beds, and dune vegetation;
- -
- Doing nothing and allowing property loss when protection is not possible, or if the accommodation and retreat option does not exist.
5. Conclusions
Author Contributions
Funding
Conflicts of Interest
References
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Year | M t * | M TEUs ** |
---|---|---|
1980 | 8.0 | 0.12 |
1993 | 10.4 | 0.39 |
1998 | 20.5 | 1.05 |
2004 | 37.9 | 2.15 |
2007 | 53.6 | 3.04 |
2013 | 65.0 | 4.33 |
2018 | 76.6 | 5.18 |
1990 | 2000 | 2018 | |||
---|---|---|---|---|---|
Port | M TEUs | Port | M TEUs | Port | M TEUs |
Marseilles | 481 | Gioia Tauro | 2652 | Valencia | 4832 |
Algeciras | 474 | Algeciras | 2009 | Algeciras | 4381 |
La Spezia | 454 | Genoa | 1500 | Piraeus | 4060 |
Barcelona | 447 | Barcelona | 1364 | Marsaxlok | 3150 |
Livorno | 416 | Valencia | 1308 | Barcelona | 2969 |
Valencia | 387 | La Spezia | 905 | Genoa | 2638 |
Genoa | 310 | Marseilles | 726 | Gioia Tauro | 2449 |
Gioia Tauro | 0 | Livorno | 478 | Mersin | 2328 |
River | Gauging Station | Location | Maximum Flow (m3/s) | Minimum Flow (m3/s) | Distance from Coast (kms) |
---|---|---|---|---|---|
Ebro river Agency | |||||
EBRO | Tortosa | Tortosa | 152.00 | 103.00 | 46,100 |
Jucar river Agency | |||||
Castellón Morpho-dynamic Unit | |||||
SÉNIA | Ulldecona Dam | La Pobla de Benifassà | 1.77 | 1.30 | 36.76 |
CERVERA | Cervera del Maestre | Cervera del Maestre | 0.00 | 0.00 | - |
Valencia Morpho-dynamic Unit | |||||
MIJARES | Azud Sta. Quiteria | Villareal | 5.88 | 4.27 | 9.35 |
PALANCIA | Embalse Regajo | Jérica | 1.70 | 1.37 | 48.00 |
CARRAIXET | Carraixet ravine | Bétera | 0.00 | 0.00 | - |
Cullera Morpho-dynamic Unit | |||||
TURIA | La Presa | Manises | 0.00 | 0.00 | - |
JÚCAR | Azud de la Marquesa | Cullera | 9.27 | 4.40 | 4.23 |
SERPIS | Vernissa ravine | Rótova | 0.85 | 0.85 | - |
GALLINERA | Adsubia | Adsubia | 0.01 | 0.01 | - |
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Chapapría, V.E.; Peris, J.S. Vulnerability of Coastal Areas Due to Infrastructure: The Case of Valencia Port (Spain). Land 2021, 10, 1344. https://doi.org/10.3390/land10121344
Chapapría VE, Peris JS. Vulnerability of Coastal Areas Due to Infrastructure: The Case of Valencia Port (Spain). Land. 2021; 10(12):1344. https://doi.org/10.3390/land10121344
Chicago/Turabian StyleChapapría, Vicent Esteban, and José Serra Peris. 2021. "Vulnerability of Coastal Areas Due to Infrastructure: The Case of Valencia Port (Spain)" Land 10, no. 12: 1344. https://doi.org/10.3390/land10121344