Port Network Plan and Improvement Programme: Renovation of the Ferry Terminals of Baku and Turkmenbashi Phase 2, Detailed Design Report - Turkmenbashi March 1997 Volume |, Main TextPort Network Plan and Improvement Programme: Renovation of the Ferry Terminals of Baku and Turkmenbashi Phase 2, Detailed Design Report - Turkmenbashi March 1997 Volume I, Main TextPHASE 2, DETAILED DESIGN, TURKMENBASHI - REPORT, VOL | - Main Text Table of Contents 1 INTRODUCTION 2, TERMINAL RENOVATION AND DEVELOPMENT PLAN 21 Objective of project 2.2 Terminal development plan 2.3 Development strategy - Phasing 3. DESIGN CRITERIA 3.1 ‘Standards and codes of practice 32 Design basis 3.3. Design loads 3.4 Natural design conditions 35 Materials 3.6 Design calculations 4. DESCRIPTION OF WORKS 4.1 Terminal area arrangement 4.2 — Marine works, berthing structures 43 Ramp structures 44 — Railway works 4.5 Building works 46 — Passenger bridge 5. CONSTRUCTION MATERIALS, MANPOWER AND EQUIPMENT 51 Construction sector in ‘Turkmenistan 5.2 Construction companies 53 Construction materials 5.4 Manpower 5.5 Construction equipment 6. COST ESTIMATE 6.1 Implementation costs 6.2 Maintenance costs 63 Operational costs 7. IMPLEMENTATION SCHEDULE 7.1 Planning of works APPENDICES Appendix 1. List of References Appendix 2. List of Drawings Appendix 3. Design calculations Appendix 4. Cost Estimate and Bill of Quantities Appendix. Construction sector information aan er1290 no " 13 18 22 23 29 31 31 31 32 32 33 33 35 37 371. INTRODUCTION The present project, being part of the EC financed Tacis-Traceca programme for facilitation of trade on the Traceca corridor, is concemed with the rehabilitation of the ferry terminals in Baku and Turkmenbashi. The project is divided into four phases Phase 1 - Determination of design basis Phase 2 - Design of renovation works Phase 3 - Economical and financial evaluation Phase 4 ~ Tender documents preparation After issue of the Inception Report in May 1996, a draft report covering the activities of Phase 1 of the project was prepared and issued in August 1996. Like all reports, this was submitted to the following organizations for commenting: - Tacis Management Team, Bruxelles - Tacis M&E Unit - Tacis CU in Baku and Ashgabad - Port Authorities in Baku and Turkmenbashi - EBRD, London The Phase 1 Final Report, ref. /1/, was distributed in January 1997 having taken into account and incorporated where found appropriate the comments received from the above mentioned organizations. Following submission of Phase 1 draft report last August, the second phase of the Project concemed with the design of the rehabilitation measures was initiated. Of practical reasons this second phase has been divided into two parts, namely a conceptual design part and a detailed design part, with the clear intention in a structured way to obtain agreement on the development strategy and the general layouts of the different components of the project before the final detailed design would be carried out ‘The conceptual design phase was concluded by the preparation of the Phase 2, Pre - Design and Feasibility Note, ref. /2/, which was issued in December 1996. Besides describing a development plan for the terminal and an outline of the first phase renovation measures, the note presents an assessment of the proposed measures with respect to technical, operational, environmental and financial implications. In addition the viability of the ferry service itself is discussed. ‘The present Phase 2, Detailed Design Report constitutes the reporting of the design activities and outcome following the second part of the design phase of the study. The report is divided into two volumes, VOL | - Main Text VOL II- Drawings rep2-Ibe bh 1Separate reports have been prepared for Baku port and Turkmenbashi port. The present volume | concems the development of the ferry terminal in Turkmenbashi port. Following this introduction, the present volume is divided into 6 sections as follows: = With reference to the preceding phases of the project, chapter 2 gives an outline of the background of the detailed design. The terminal development plan selected and the proposed phasing of the works are presented, - Chapter 3 presents the design criteria on the basis of which the detailed design has been carried out, indicating both the prevailing natural site conditions, physical conditions and loads and relevant norms and standards applied. - With reference to the design drawings (Vol II) a description of the different components of the renovation works is presented in chapter 4. The description is divided according to the type of the works. - As basis for planning and costing of the project the subject of chapter 5 is to outline the availability and costs of local support in terms of construction materials, manpower and equipment. - Based on the detailed bill of quantities (BOQ) a costs estimate of the complete works is presented in chapter 6 and chapter 7 shows a tentative time schedule for the execution of the works. About the general status of the project it may in brief be summarized - that Phase 1 of the project has been completed and reported - that all inspections (diver, facilities), surveys (topographic) and investigations (soil) intended during the study phases of the project have been completed and reported - that by submission of the present report, Phase 2 of the project is completed. Due to late decision taking and agreement on general layouts and phasing of project components, the completion of this phase is (as announced already in the Phase 2, Pre-Design and Feasibility Note) considerably delayed, ‘compared to the originally planning. - that agreement with the railway authorities on the railway components has not been obtained yet. - that simultaneously with the conclusion of the present phase 2, a separate report, presenting the economical and financial evaluation of the project, is under preparation as conclusion of Phase 3. The preparation of this report is, linked to the completion of the present phase 2 through the use of costs estimates and planning of implementation of works. - that initiation of Phase 4 awaits confirmation of EBRD requirements to procurement documents. rep2-Ibe bh 2The overall planning aiming at finishing the services of the present assignment in April 1997 by preparation of the tender documents is still expected to apply. The time required for final approvals by the public authorities and the bank afterwards is difficult to estimate. An extension of the present assignment, comprising among other the tendering and contracting phases of the present project, has been awarded by Tacis to the consultant. rep2-Ibe. bh2. TERMINAL RENOVATION AND DEVELOPMENT PLAN 241 Objective of project As pointed out in the Phase 1 report, ref. /1/, the ferry terminals in both Baku and Turkmenbashi ports today face various and serious problems that are of major constraint to a proper and smooth use of the terminals. If these problems are not addressed in a proper way in the near future they may even constitute a threat to the continuation of the ferry service on the sea route linking the two ports. This ferry service is a crucial element on the Traceca transport corridor linking Europe and the Caucasus region with the Central Asian countries. The main issues of the present concem, when speaking of terminal infrastructure, are related to the following areas: - Poor state of repair of the terminal facilities - inadequate terminal layout and insufficient facilities - change of water level of the Caspian Sea Itis the direct objective of the present project to address these problems by preparing a terminal rehabilitation project ready for tendering and execution 2.2 Terminal Development Plan In order to ensure that the rehabilitation measures proposed for execution not only meet the immediate requirements but also are in accordance with the future needs of the terminal a plan for the terminal development has been prepared. The surveys and analyses of the condition of the facilities is presented in ref./1/ where also the basic operational requirements are discussed using the elaborated traffic forecasts and taking into account international recommendations conceming design and operation of modem ferry terminals. The detailed analysis of the relevant development alternatives for the terminal is presented in the Phase 2 Pre- Design and Feasibility Note, ref. /2/, taking into consideration both technical, operational, environmental and economic aspects. Following this analysis, the administration of the port of Turkmenbashi has selected the Alt. 4 as basis for the future development of the ferry terminal. This development plan is basis of the detailed design as demonstrated by dwg's no. T.01.03/04. 2.3 Development Strategy - Phasing Due to the present low level of traffic, the uncertainty in the momentum of the ‘economic growth and traffic increase, the uncertainty in pace of changes in modal ‘split, the present stop in water level increase, and the wish to maximise the financial feasibility it is proposed to implement the Terminal Development Plan in phases according to the pace of growth in terminal activities and possible reactivating of rise in Caspian Sea water level. The following development phasing is proposed rep2-Ibe.bh 4~Phase! Minimum investment pian with targeted immediately implementation, comprising complete renovation of marine works - Partly raise of level of rail yard establishment of complete truck/car facilities ‘modifications to passenger terminal/passenger bridge . border crossing facilities use of adjacent container handling facilities (in main Port) container handling equipment (through separate Project) Due to absence of agreement with railway authorities on allowable railway track gradients, two options for the Phase I development have been considered. Option 1: Shore end of ramp remains at existing level and consequently no raising of level of railway yard is required. Option 2 Shore end of ramp will be raised and raising of complete railway access railway yard will follow - Phase I Additional investment. plan with targeted implementation by or before the year 2010, depending on the pace of growth in terminal acti and possible raise in Caspian Sea water level, comprising raise of level of administration area new passenger terminal and administration building new container yard new trailer yard - faise of level of coastal Protection raise of remaining part of rail yard - additional container handling equipment In chapter 4, the designs and descriptions of the different project components constituting the Phase | development plan, Option 1, are presented. In connection with the approval of the development plan and the phasing of works it shall be mentioned that one area is outside the control of the port administration, namely the railway installations in the fery terminal which are controlled by the railway authority. During the first discussions with the railway administration, @areement on extend and phasing of rehabilitation measures of railway installations has not yet been reached, rep2-Ibe.bh 53. DESIGN CRITERIA 3.1 Standards and Codes of Practice Constructed during the period of the former Soviet Union, the existing terminal infrastructure in both Baku and Turkmenbashi ports have been designed and built according to Soviet standards and codes of practice After the break-up of the Soviet Union, the same norms and standards are still used. Despite their wide application these standards and codes are not readily available from ordinary sources in Azerbaijan and Turkmenistan but have to be procured through relevant design institutions and/or from Russia (Moscow). Also they are not available in English translation. The designs, as presented in this report, have been carried out applying what has been considered the most appropriate under the present circumstances. This means that with the exception of the marine works, the designs of other works have been carried out applying Soviet standards and codes of practice. The marine works have been designed according to relevant international norms, like Eurocodes, etc. No matter what standard has been used proper account of specific local natural conditions and loads have been ensured. 3.2 Design Basis Vessels According to ref. /1/, the design will be based on the assumption of continued use of existing ferries of the ‘Dagestan’ type. The main features of this vessel type are: - Deadweight, DWT : 3950 tons - Length 0.4 154.30 m - Breadth, max 18,30 m - Draught, max 24.50m ~ Capacity main deck : Railway lane-meters (Inm) = 416m ~ 28 rail wagons (14.4 m length) or alternatively: Truck Inm = 592m ~ 32 trucks (semitrailer type) or ~ 41 semitrailers ‘or ~ 80 containers (TEU) - Capacity hold deck : 50 cars - Passengers 202 Railways ~ Category of the railway mT - Speeds of rail traffic up to 25 kmvnr - Railway stations along horizontal platform O%e generally ~ Minimum vertical curve line : 5000 m - Distance between tracks 5.30 m rep2-Ibe.bh 6~ Distance from a curb stone (of road) to axis of 3.75m the railway ~ Distance in absence of the curb stone 5.25m - Ballast 10.30 m - Rails P65, P-50 u P-50 (old) = Norms of old rails’ fatigue(P-50 old) 17mm ~ Slopes of the ballast prism 5445 - Type of frog M49 - RC sleepers C-56-1; C-56-2; C-56-3 Wooden sleepers height 45.5.cm fength 27m Lifetime The general design lifetime of the new terminal infrastructure is 50 years as regards corrosion, fatigue of materials, statistics, etc. This do not apply to mobile equipment and likewise with normal economic lifetime much shorter. 3.3 Design Loads Deadweight - Reinforced concrete - Construction steel - Sawed loamy stones - Clay bricks - Masonry in hollow cone. Blocks - Sea water Live standardised loads ~ Buildings: office hall - Traffic areas road traffic - Pier and access bridge - Passenger bridge = Ramp Berthing loads - Fender energy and forces - Bollard forces rep2-Ite.bh 25 kN/m® : 78.5 kN/m> 220.0 kNim? 218 kNim? 214 KN/m? 10.25 kNim® 2.0kPa 4.0kPa reference is made to appendix 3 max axle load 12.0 tones 10 kN/m2 4.0 kPa 80 kN/m track or 40 kN/m rail see app. 3 540 kNm, see app. 3 berthing speed 0,3 m/s 750 KN3.4 Natural design conditions ‘Temperature, Humidity, Precipitation Extreme air temperatures Max. 44°C Min. -18°C Extreme water temperatures Max. 35°C Min, ~0°C Average relative humidity 65% Average yearly precipitation 416 mm Wind loads Wind pressure=0.60 kPa Snow loads Snow pressure=0.50 kPa Ice loads Considered of minor importance ismi load The coastal region of Turkmenbashi (project area) is, according to SNIP 11.7-81, belonging to seismic activity area of 9 degrees (9 degrees by Richter) Water levels Final stage of reconstruction works will be designed for water level variation between -25 m and -30 m (0 reference level is Baltic sea level). Waves Due to protected location of the Turkmenbashi port, the wave heights are very limited. The fetch is a few kilometers for the North winds and 20 km for the West winds. It is seldom to observe waves with heignts of more than 0,5 m in the bay Soil Conditions According to the report of geotechnical survey by KASPMORNIIPROEKT, ref. /5/, the Turkmenbashi Ferry Terminal region is formed by lithologic sands, big fragment rocks, by silts and loamy soils. The ferry terminal area has been created by reclamation with sand, brought from Krasnovodsk spit, rep2-Ite.bhThe filled fine sand has the following characteristics: - index of porosity 20.63 ~ carrying capacity R=0.2 MPa 3.5 Materials Concrete ~ Building works = Class B7.5 concrete; design compression strength: 4.5 MPa Blinding layer for foundations and floors. - Class B15 concrete; design compression strength: 8.5 MPa Building works, foundations, lintels, monolithic parts of floors, seismic belt. ~ Class B20 concrete; design compression strength: 11.5 MPa Building works, frame (columns and girders) of the public service building and columns of the passenger bridge. - Class B25 concrete; design compressive strength: 14.5 MPa Roofing works, frames (columns and girders, monolithic floors) of the passenger terminal Otherwise reference is made to appendix 3 ~ Marine works - Class 1 concrete; nominal compression strength: 14 MPa Blinding layer. - Class 2/3 concrete; nominal compression strength: 27 MPa Building works, above ground, - Class 4 concrete; nominal compressive strength: 30 MPa Marine works. Reinforcement and structural stee! ~ Building works -Reinforcement steel, Class Al, mild steel; yield strength 225 MPa. Class Alli, high tension steel; yield strength: 365 MPa. -Structural steel. BCr3xn2, yield strength : 225 MPa. - Marine works -Reinforcement steel. Type R, mild steel; yield strength 220 MPa rep2-ltebh 9Type Y, high tension steel; yield strength 550 MPa -Structural steel. St. 36, yield strength 235 MPa. St. 52, yield strength 352 MPa. Other materials will be normally available standard materials. 3.6 Design Calculations Due to the big volume of the design calculations, it was decided only to include representative examples in this report, as shown in Appendix 3, rep2-Ite.bh 104. GENERAL LAYOUT OF TERMINAL FACILITIES 4.1 Terminal area arrangement Layout, arrangement The chosen layout of the renovated terminal, following the initial investments ‘according to Phase |, Option 1, development, is shown on Dwg. no. T.01.03/04. According to this layout the terminal will comprise the following new/renovated areas: - Arrival and Ticketing area - Holding area for dangerous cargo - Border control area (customs, police) - Marshalling area : Interface traffic area in front of ferry berths 7 Vehicle disembarkation area All these area will be paved by asphalt on a gravel bed and supplied with drainage system and flood lighting. Traffic lanes will be separated by painted lines and low movable fences where found necessary. The customs area will be fenced off. ‘Access by road and rail will be through the existing infrastructure. This layout is based on using facilities in the main port for handling inter modal container and unaccompanied trailer traffic, To serve this traffic the existing intemal road between the ferry terminal and the main port shall be upgraded (through separate project) and a dedicated container/administration additional road link will be constructed. The following new buildings/structures will be present on the terminal area: - Vehicle ticketing building (new) - Border contro! building (new) Public service building (new) > Passenger and administration building _ (existing) - Passenger bridge (new) - Railway control post (existing) These buildings are further described in section 4.5. Road pavement works The pavement at the areas, intersections and in front of the bridge will include: The upper layer-middle grained a-concrete Lower layer-coarse grained Broken stone Gravel soil mixture Torpedo sand OReNna ‘The thickness of the ballast is h=0,3 m (Ballast) rep2-Ite bh nLighting, power supply and electric installations Two floodiighting masts, 18 m long each, with glow lamps in the floodlights, shall light the terminal area. Control after the flood lighting shall be carried out from the YOY type control boxes, installed at the masts at the height of 1.8 m above sea level. Lighting of lanes, footpaths shall be arranged by fittings with OPI type mercury vapour lamps, installed with a help of bracket on steel supports. Control after the outside lighting is carried out of the separately standing point of type MP- 41. Switching on of the lighting fixtures is with a phase being repeated in a continuous way. Outside lighting and power supply net of the buildings and structures is executed from cable conduits 0.7 m under ground. Telephone and radio net is also made of cables. Drainage, water and sewerage There shall be a drainage system to drain rain waters from the terminal area This will help to avoid a possible submersion of the lanes and the buildings, located at the low parts when there are heavy rains. Rain waters, flowing from areas of lanes, go through water receivers into a closed water drainage system. The well, consisting of a removable grid, well rings and a bottom with a chute, is a drainage receiver. From the drainage receiver, the rain waters come through a connecting branch with a diameter of 200-300 mm to a closed gutter. The gutter is installed at the bottom Part of the drainage receiver. The drainage inlets shail be located in dependence on inclination of the lanes. In the layout, the drainage inlets have a round shape with a diameter of 0.8 m The collected rain water shall not be pre-refined as there are no areas of industrial enterprises, polluted with oil and lubricants, on the terminal territory. Rain waters and precipitation are damped without refining into the sea by means of outlet installations. On the terminal area, water pipelines are designed to provide the buildings and the structures with drinking water. There is also a water pipeline, designed for provision with watering of plantation and washing of pavements. The designed water pipeline is to be connected to the existing water pipeline Pipelines shall be executed from steel pipes with a diameter of 15-80 mm in accordance with GOST 3262-80. The pipes shall have a strong insulation. They shall be laid at a depth of 1.0-1.2 m under ground. ‘Sewage pipelines shall be on the ferry terminal territory to drain sewage. From the designed buildings the sewage flows to the sewage nets to be designed from asbestos-cement pipes with a diameter of 200 mm according to GOST 539-80. For inspection, washing and refining from littering, the inspection wells of RC pre- cast units with a diameter of 1000 mm. according to GOST 8020-90 shall be installed on the yard net and manifolds. rep2-Itebh RThe designed sewage manifold is to be connected to the existing sewage manifold according to the technical direction. Heating installations ‘A heat source is hot water, coming from the constructing local boiler house POK-2, located at the ferry terminal fence. The HB-18 (2 pieces) type boilers shall be installed in the boiler house. The capacity of the each of the boilers is 0.3 Gcalhr=0.34 MW. Heat consumption for the ferry terminal Q=0.3 Geal/hr=0.34 MW. Water temperature in the boiler house is 7 70°C The heat net shall be laid in two ways: The heating net is laid from the boiler house under ground. The pipelines of from 2dy 25 to 2dy 100 are laid in a blind RC duct that corresponds to the KII type. Drainage of the ducts from ground waters shall be carried out in chambers. The pipelines shall be mounted from steel welded pipes according to GOST 10704- 76. All pipes are to be heat insulated. 4.2 Marine works, berthing structure Drawing 7.02.01 is showing the layout of marine structures, Project components are summarised as follows: . Land base for ferry ramps Access bridge Lifting towers (first row from land side) Lifting towers (second row from land side) . Liftir. 3 towers (third row from land side) and stop fenders Lifting towers (third row from land side) and base of central pier - Finger piers Central pier Head of central pier 4.2.4 Land base for ferry ramps Drawings: T.02.20 ‘A rectangular box (10.50 m x 11.20 m) of steel sheet piles forms the substructure. The inside is filled up with mass concrete, which is formed to create support and anchorage for the main beams in the ferry ramp. A stone revetment runs across the land base to withhold the land reclamation. To serve future needs of ramp motion with waterievels varying between level -25 m and level - 30 m, the land base must be raised. Deck level at land base is chosen as rep2-Ite.bh Bthe mean value of highest ship deck level at waterlevel - 25 m and lowest ship deck level at waterlevel - 30 m, which results in a ramp deck level at land base of - 23.88, m. Adjustment from land base level to future terminal ground level must take place in the terminal area behind the land base taking into account maximum inclination of 0.046 and maximum bend angle of 0.080. Raising of land base shall be carried out in the following steps: Demolition parts of existing superstructure Sandblasting of surface Mounting of reinforcement anchors Conereting of new superstructure Install new bearings and buffers Raising of stone revetments at land base Ifitis decided to maintain existing ramp deck level at land base in a first phase it will be necessary to rehabilitate bearings and buffers. Minor concrete repair works will also be needed. 42.2. Access Bridge Drawings: B.02.22 Existing substructure consist of reinforced concrete piles 350 x 350 mm in lengths of 12 - 14 mrs. Existing superstructure is a reinforced concrete slab 6300 mm wide. Existing access bridge shal be completely demolished ‘A new steel access bridge shall be constructed. The bridge consists of 3 equal spans of 26 m U-shaped sections. Bridge supports are established as follows * Land base with steel sheet piles, concrete piles and a reinforced concrete superstructure ‘+ 2 support reinforced concrete beams between bases of lifting towers ‘* Demolishing and concreting for a support in the rear side of pier base Deck level varies in a straight line from pier level in - 23.07 m to planned terminal level in - 23.30 m. If it is decided to maintain existing ramp deck level at land base in a first phase, the first span and land base can be lowered at land level to the existing level in -25.39 m. The result will be an inclination in the first span of about 0.082, which is considered acceptable. Free height will be limited to 3.5 m by the existing controll building on pier base exactly as it is limited today. Future passenger access is considered executed as a steel bridge in a higher level above access bridge using the same supports and with the same free spans. When Passing existing control building at the pier base it is planned to demolish parts of the top of this building to let the passenger access pass. For this purpose no installations should be plased in the mid section of existing contro! building. rep2-Ibe bh. 44.2.3. Lifting towers Drawings: .02.18, 7.02.19 A rectangular box (10.6 m x 5.6 m) of steel sheet piles forms the substructure in the first and second row. The concrete front towards ramp side is drawn back from steel pile front, and steel piles are cut at low level to allow ramp movements. An irregular but almost rectangular box (14.5 m x 11.85 - 15.50 m) of steel sheet piles forms the substructure at the base of finger piers. At the same time the structure forms the first part of the finger pier. An irregular box (15.4 m x 13.0 - 18.0 m) of steel sheet piles forms the substructure at the base of the central pier. At the same time the structure forms the first part of the central pier. Besides the building for the electrical system and control system is situated on the structure, The inside of tower foundations are filled up with mass concrete, which is formed to create support for the steel structures, stop fenders, guiding fenders and pits for counterweights. The steel superstructures are towers for carrying the lifting mechanism and the counterweights. To serve future needs of ramp motion with waterlevels varying between level -25 m and level - 30 m, lifting towers must be raised, Ramp deck levels at land base, lifting Points and ramp end will vary as follows: Land base = 23.88 m (23.88 m) = 23.86 m (23.88 m) First row of towers = 22.83 m (-22.64 m) = 24.01 m (25.12 m) ‘Second row of towers =21.78 m (21.40 m) =25.94 m (-26.36 m) Third row of towers =20.67 m 20.08 m) -27.03 m (27.67 m) Ramp end =20.50 m 19.88 m) =27.20 m (27.68 m) Design levels are laid out for the maximum inclination of 0.046 giving levels in () in the table. ‘Steel structures in existing towers will be rehabilitated and reused. Tower foundations are raised by concreting as shown in table below: Future level First row of towers Second row of towers [hird row of to Pits are designed to give the necessary space for motion of counterweights. The pits shall be rehabilitated and made watertight as follows: * Existing counterweights are taken up ‘* Pits are pumped dry, cleaned and sandblasted rep2-Ibe bh 13+ A steel tank lining are installed to secure watertightness + The volume between existing pit surface and lining are concreted * Raising of substructures by concreting to level shown i table New circular counterweights are constructed, eventually reusing some of the heavy steel from existing counterweights. Lay out design of counterweights include a well (manhole) for maintenance access to pits. Existing steel sheet piles are protected by sacrificial anodes 4.2.4 Finger piers Drawings: 1.02.14, T.02.15 Existing substructure consist of reinforced concrete piles 350 x 350 mm with toe levels varying from - 15.0 to - 16.3 m. Existing superstructure is a reinforced concrete slab 6200 mm wide and about 28 mrs in length. A front wall of precast Concrete units supports the guiding fenders. On top of the slab sand is filled in to top level of the pier. The finger pier is equipped with wooden guiding fenders ‘supported by driven wooden piles. On the pier a lighting tower is placed. Existing finger piers shall be totally demolished from pier end to base at lifting towers. New shorter fingerpiers are established consisting of: * Steel pipe piles foundation protected by sacrificial anodes * Areinforced concrete superstructure anchored to existing tower support substructure * Fenders 4.2.5 Central Pier Drawings: T.02.01, T.02.10, T.02.11, 7.02.12, T.02.13, T.02.16, 7.02.17 Existing substructure consist of reinforced concrete piles 400 x 400 mm with toe levels varying from - 16.5 to - 17.5 m. Existing superstructure is a reinforced concrete slab 12 m wide and 139.1 mrs in length including pier head. A front wall of precast concrete units supports the guiding fenders. On top of the slab sand is filled in to top level of the pier. The pier is equipped with wooden guiding fenders supported by driven wooden piles. On the pier a ligthing tower is placed close to the pier head. Demolition Existing structures to be demolished are: Alll existing fenders and pile supports for fenders Front walls of precast concrete units Pavement All structures above concrete slab Taking up scrap material, broken piles etc. from the bottom rep2-Ibe.bh 16Existing slab and concrete piles support shall be a part of the rehabilitated structure to serve as relieving platform. New Structures The new pier structure is carried out as follows: ‘Driving of a new steel sheet pile wall. The wall must be slightly inclined to avoid interference with existing concrete piles. ‘* Mutual anchoring of the walls on both sides the pier by anchors in every double pile. «Sand are filled in between the walls up to slab level. It might be necessary to make interim holes in the slab to completely fill up the volume: below the slab. ‘© Concreting of bollards- and fender supports. © Filling in sand on top of slab. ‘* Installing of water outlets, water pipes, cables etc. Pavement Quay Equipment Fenders are designed to cover all levels of fender list belting of the ships ranging from the highest ship deck level at waterievel - 25 m to lowest ship deck level at waterlevel - 30 m. New fenders are the pivot type to avoid fender panels to tit into ships hull. Fenders are constructed with a closed box design for the pane! minimizing the exposed surface area to be protected from corrosion. Corrosion protection will be a combination of painted surface and sacrificial anodes, Steel panel facing is designed to be a 60 mm UHMWPE (ultrahigh molecular weight polyethylene) plate covering the total front from level -20.00 m to -27.50 m. Pivot support is a driven steel pipe pile and top fastening and energy absorption is created by two rubber fender elements of types as “Trellex MV". Rubber fender elements can be installed in three different positions depending of actual waterlevel. Additional equipment to be installed are: * Bollards per 30m * Sacrificial anodes on sheet piles Safety ladders Light Water supply Water outlets 4.2.6 Head of Central ier, Dolphin Drawings: T.02.10, T.02.11 A rectangular box (7 x 12 m) of steel sheet piles filled with sand forms the existing substructure. A reinforced concrete quay wall is constructed on top of the sheet piles. This existing pierhead shall be totally demolished rep2-Ibe bh a7The new dolphin forming the pierhead is positioned about 20 m far out than the original to create better berthing and mooring conditions for the ferries which are longer than existing pier. A TT-shaped prestressed reinforced concrete beam makes the acces to the dolphin. The dolphin consists of: * A circular substructure of driven straight-web steel sheet piles filled up by sand * Areinforced concrete superstructure as a sand filled box * Fender supports Bollards © Fenders 4.3 Ramp structures Itis the objective of the design to reuse as much as possible of the original design of the access ramps and the operating machinery, which for many years of service have proven records of reliable operation. Changes may be necessitated by deterioration, damages and accommodation to the future requirements for the operation of the terminals. Also, a proposed detailed inspection on land of the ramp structures at the beginning of construction works may reveal weak points in the structures 4.3.1 Elevating of ferry access ramps The existing ferry access ramps shall be relocated to elevation -23.88 m, which is the mean position between ferry light position at high water level and ferry loaded position at low water level. The machinery shall be modified so as to allow for all three spans of the ramp to be Positioned with a slope of maximum 4.6 % in upward as well as downward direction. In the foreseeable future a maximum slope of 3.8% in both directions should be sufficient for the ferry terminal operation rendering a maximum allowable difference in ships position of 6.6 meters. Using locomotives of say 120 ton to move wagons aboard the ferry would provide for a push/pull force of say 250-350 ton, compared to the required 250-300 ton for mowing 9 fully loaded (70 ton average) and 9 empty wagons (20 ton) up the elevated ramp at maximum slope of 3.8 to 4.6 %. Itis assumed, that when moving the wagon train aboard the ramps at a downward slope, the brake systems of the wagons will always be connected. 4.3.2 Structures of Ferry Access Ramps ‘The Wooden deck of the ramp spans shall be replaced with a deck of Ekki or Azobe timber. ‘The strength of the Azobe wood is such that the span between the supports of the timber may be maintained as it is on the existing structures, and yet the deck will be able to resist the design load from vehicles. rep2-Ibe-bh 18The steel structures of the ramp spans shall not be changed unless proven unable to resist the design loads agreed upon or unless they have been damaged or deteriorated. Itis suggested that since the rail switches on the seaward span of the ramps are not used (as the ferries have only two connecting rail tracks) the switches may be omitted and only two straight tracks be provided. 4.3.3 Machinery for the Ferry Access Ramps Existing machinery In principle the existing machinery may be used with the following modifications: + The lifting towers are raised to an elevation corresponding to the new elevation of the ferry ramps, + The spindles and the counterweight wires for machinery in rows 1 and 2 are replaced with longer ones allowing for the increased slope of the spans. * Wires for the lifting machinery and counterweights at row 3 are replaced with longer ones for the added travel length of the span. ‘+ Counterweight mass shall be increased in accordance with the increased mass of the wooden decks Other modifications are not foreseen unless the towers or machinery are proven unable to resist the design loads as agreed upon or unless they have been damaged or deteriorated. Hydraulic machinery Itis possible to remove the lifting towers at rows 1 and 2 and replace the towers with steel columns for suspension of oil hydraulic cylinders for operation of the ramp spans no. 1 and 2. Using hydraulic cylinders for the operation will make the use of counterweights unnecessary, and the counterweight pits may be filled with concrete. In order to carry the live load, the spans shall be equipped with hydraulically operated sliding bolts or similar locking devices. The machinery at row 3, however, can not in a simple way be operated by hydraulic machinery as the counterweights are necessary to reduce the weight of the third span at the ferry support and as the stroke length of the cylinders would be too long. 4.3.4 Electrical installations The electrical installations on the ferry ramps and piers are of old construction and worn-out. Generally, all the electrical installations (cable trays, cables, limit switches, motors, ‘switchboards, control boards, lighting fixtures, etc.) shall be changed. The following chapters describe in outline the work to be done in the different areas. rep2-Ibe.bh 19It shall be emphasised that during the whole construction period shall the contractor organise the electrical work in a way making it possible to operate the left ramp system when right ramp system is renovated and vice versa. Power Supply to the Ramp System For the time being, the whole ramp system is supplied from 3 + 3x150 + 1x70 Cu cables. These cables shall be used in the future for supply of the new installations. ‘The cables are placed along the access pier and ending at the managing building. The Ramp Control Building (Managing Building) From this building the ferry ramps are controlled. All the electrical installations in this building shall be changed. The contractor shall organise the work in the building in a way making it possible to operate one ramp side during the renovation. Lifting Tower Buildings All the existing electrical installations in these 6 buildings shall be totally replaced. After the building and the machinery has been repaired and renovated, the new electrical equipment can be installed. Outdoor Lighting Installation The outdoor installations on the piers and the buildings shall be total new installations. New masts (3 nos.) shall be furnished, each 25 m high. The 3 masts shall be placed at the same spots as the existing ones. Heating in the Managing Centre After renovation, electrical heating in the managing centre shall be delivered and installed 4.3.5 Ramp control system The existing control systems are described in the existing drawing. The way to move the ramps with electrical motors, gears and counterweights shall be retained but the total electrical installations and materials (motors, limit switches, control boards, cables, breaks, etc.) shall be changed to new materials and new technology. Further, the motor control shall be changed from slip ring AC motors to frequency controlled AC motors. It shall be pointed out that the control system shown in the new drawings is 2 principle system and that the contractor shall carry out all necessary final design drawings and have the full responsibility for final design, final construction and running in of the total ramp control system. The necessary changes and adjustment to obtain a reliable and safe control system shall be carried out by the contractor during the running-in period rep2-Ibe bh 20Description of the New Control System This description and the drawings describe the principal control system. Detailed design is to be carried out by the contractor. 4_Main Operation Methods It shall be possible to operate the ramps in the following ways: ‘A. Land span (e.g. lifting towers 1 and 2) - Remote control from the control panel in the managing building, Position indicators shall inform the operating personnel that the ramp movements are within tolerance of the spindle limits. Emergency operation (electrically) from each lifting tower. Co- ordination between the lifting towers manually or by walkie- talkie. Co-ordination marks e.g. on the bridge construction shall be established. Limit switches for protection of ramp movements shalll function in all operation methods. B. _ Intermediate span. ‘Same operation methods as for the land span. C. Sea Span. It shall be possible to operate the ramp in the following ways: Remote control from the contro! panel in the managing building. Position indicators shall inform the operating personnel that the ramp movements are within tolerances. - Possibility to operate the ramp with only one motor running from the control panel in the managing building. - Emergency operation (electrically) from each lifting tower (one motor mode). - Possibility to operate the ramp with the manual handle as for the existing system. 2___Control System The existing control system is based on relay systems The new control system shall be based on a PLC system and relay system as indicated in drawing no. 27? rep2-Ibe bh a‘The PLC shall be make Siemens $5-115U, Omron or Telemecanige. The control system shall not be based on a 2 wire loop system but hard wired from the lifting towers to the PLC placed in the main switchboard, The emergency operation system (electrically) in each lifting tower shall be designed independently of the PLC system. These systems shall be hard wired and it shall be possible to run the systems locally with the PLC out of order, but in a safe way. In each lifting tower and in each of the control panels emergency stop systems shall be designed according to EN 60 204. The PLC shall be equipped with extra 20% input and 10% output more than the designed in- and output number (spare). 4.4 Railway works Alternative options ‘Two altemative development strategies for the renovation of the terminal have been considered, as explained in the following: - Alt. Option 1, Phase |: shore end of ramp maintained, no raising of railway yard Phase Il: shore end of ramp raised, raising of complete railway access yard, - Alt. Option 2,Phase | = Phase II: shore end of ramp raised, raising of complete railway access yard Due to absence of agreement with railway authorities on allowable railway track gradients, Option | is proposed for Phase | implementation, In the following, the possible railway works, concerned with each phase, are ‘outlined, comparing to the final stage (Phase Il) of development. Final Stage of development. We approximately raise the reception yard at 1,5 m and go to the existing rail top of the marshalling yard at the distance of 555 m, the Designed Rail Road is 23.88m. The total length of the reception yard is I555 m. The length of all the railways is 2,875 Im. The number of points is 12 pcs.., rails are p-50 and p-50 (old ones). ‘Sleepers are made of reinforced concrete, new ones. We remove the old ballast and throw it in the dump at the distance of 11km. We remove the asphalt with the thickness of 10 cm from the front area of the expanding bridge and throw it in the dump at the distance of 11 km. We bring the soil from the borrow pit at the distance of 11 km. The soil volume is 22350 m3 We design non-guarded land base at the intersection of the railway with the car roads. rep2-Ibe bh 2The ballast thickness is h=0,3m. Broken stone. Rails with the length of 25 m shall be welded by contact method at Kizil-Arvat base and assembled there. Then they shall be transported at the place of their installation at the distance of 250 km. Phase |, Option 1 Development In this option no railway tracks are raised. Only the non-guarded crossings and the paved inspection walkway along tracks are executed. Electrical Installations Electrical installations of the railway terminal (flood lighting, electrical switches, ‘communication and signalling, signal lights) shall be partly dismantled when the levelling works are being executed. With a maximum utilisation of the existing equipment, it is possible to change quantity of the railway switches and lights, as well as the quantity of cable items during mounting 45 4.5.1 One- storey united border control building. Architectural layout. Border control building is shown at the T.06.01 drawing. It is one-storey building which should be shared by the custom-house, water police and frontier-guards. The building dimensions are 12,4m x 27,4, the height is 3 m from the floor level up to the ceiling. External doors are plastic aluminium (PEMOPEN'). There are veneered wood doors in the office rooms. The floor of the office rooms is parquet. The floor of toilets is covered with ceramic tiles. The floors in halls, corridors, rooms for customs examination are covered with marble plates. The ceilings are suspended. The walls in the office rooms are oil painted, walls. of sanitary rooms are faced with tiles. The facades are plastered with high-quality decorative plaster and painted. Building material rep2-Ibe bhStructural design. The walls are made of bricks with the thickness of 40cm.The walls are plastered arin painted from inside. The overhead covers are pre-fabricated RC hollow panels with the length of 5.86 m, supported by the longitudinal walls 1, 2.3. The roof ware insulation is 3 layer fibregiass felt for heat insulation, blinding, ete Direct foundation is utilised constructed as strip monolithic beams of RC on strip slabs. Moisture preventive actions are foreseen. The floors of the ducts are pre- fabricated RC plates with the size of 60x80. Electric installation. The lighting of the building are envisaged by the design: natural in day-time and artificial, presumably by fluorescent lamps, in evening. Telephone and radio network and fire alarm system are envisaged in all the rooms. Lighting over the shed are carried out by the fluorescent lamps builtin the Suspended ceiling .All the wiring shall be laid over the metal pre-fabricated Water and sewerage. Water-supply network for household needs are designed inside the building, According to total water consumption, water-supply network are designed to be made of galvanised steel pipes with d=15-50 mm in accordance with GOST 3262- 80. The consumption of cold water are determined by different devices {h accordance with the building designation and SNiP 2.04,01-86 1.15.1, sewage gystem for draining sewage from the lavatory, wash basins and w. c. pans are Gesigned. In accordance with total consumption, the sewage network fe designed to be made of sewage cast pipes with the d=50; 100 mm according to GOST boas 3 80. Pipe connectors shall comply with the existing norms and GOST 6942 3-60 for Sewage cast pipes, state standards and technical conditions It's envisaged to lay the sewage network by hiding them in the structures under © floor in ducts. The laying of drainage pipeline from sanitary equipment is envisaged above the floor with further providing of facing and water insulation Heating and ventilation. There shall be water two pipe heating system with lower separation. The pipelines all be aid in the floor ducts canal, heat insulated with a slope of i-0,003m ve the Pigs of the heat supply system inlet. M 440A0 radiant heater is accepted as a heater. The double-contro! cock is installed on the radiator delivery piping he ventilation is mechanical. Air conditioning is envisaged, "ROOFTOP Heat Pump” type conditioner is to be installed on the roof. Air is ‘supplied to the rooms by Means of air pipelines and grids, rep2-Ibe bh m4Border control building rooms Rooms [ Square(m2) Personnef for shift Customs-house 4. Room of the Head 10 2. Duty officer room 15,7 3. Studies, 3 15,7 4, Examination room 45,7, 10,98, 10,98 | _| Borders service 1, Room of the Head 3 2. Reception,3 15,7 3. Duty officer room 15,7 157 | | Police rooms 1. Room of the Head 14,4 2. Reception 14 3. Room of an officer on duty _| 14.4 Veterinary point 15.5, W.C. formen andladies__|. ‘Shed above the traffic lanes Dimensions are 22.3x18 m, height is 5.5 m. Direct foundation is utilised constructed as strip monolithic beams of RC on strip slabs. The bearing steel columns are executed from pipes with 245x6 mm diameter. ‘The floor of the shed is a steel pre-fabricated structure. It is welded roof structure, covered with steel galvanised plates. Under the covering, there are high durable lighting fotures (installed and painted) to provide lighting for customs. 4.5.2 Public Service Building Architectural layout ‘The following description corresponds to drawing 7.08.00. The public service building is one-storey, with dimensions of 10x12.4 m and with a height of 3.0 m. The building is to be located at the marshalling area for vehicles. The structure is divided into two parts: - kiosks, telephones, buffet - toilets for men and ladies rep2-Ibe bh 28‘The buffet floors are of marble, in the toilets they are made from clay tles- Walls in the buffet shall be painted with oil paint, in the toilets walls are to be covered with encaustic tiles, ‘The outside walls and windows are individual, made from PEMOPEN. The inside walls are wooden, covered with veneer. Outside facades of the building are plastered with high-quality decorative plaster and painted. ‘Structural part Foundation is to be performed from RC piles with a section of 30x30 om and with a length of 8 m. The foundations are pre-fabricated. Monolithic grids correspond to the beam type, their section is 60x50 cm, the installation depth is 1.0m. Outside walls shall be from *kubik” stone with a thickness of 40 cm, The floors are RC, pre-fabricated hollow slabs. The length is 5.86 m and 7.06 m. The floors of the ducts are from precast RC slabs with dimensions of 60x80 cm. Electric installations. Natural lighting shall be in day-time and artificial one in evenings. The lighting is Carried out by luminescent lamps in the kiosk and in the cafeteria, and by glow lamps in the toilets, Telephone and radio nets are also foreseen in all of the rooms. The fire alarm net is included, Water, sewerage Water-supply network for household needs are designed inside the building. According to total water consumption water-supply network are designed to be made of galvanised steel pipes with d=15-50 mm in accordance with GOST 3262- 80. The consumption of cold water are determined by different devices. In accordance with the building designation and SNIP 2.04.01-85 i.15.1 sewage system for draining sewage from the sanitary equipment, wash basins and w_ c. Pans, urinals are designed. In accordance with total consumption of sewage network is designed to be made of ‘Sewage cast pipes with the d=50; 100 mm; 150 mim according to 6942.3-80 GOST. Pipe connections | comply with the existing noms and 6942.3-80 GOST for sewage cast pipes, state standards and technical conditions. Itis envisaged to lay the sewage network by closing them in the structures of the floor ducts, The laying of drainage pipeline from sanitary equipment is envisaged above the floor with further provision of facing and water insulation rep2-Ibe.bh 6Heating and ventilation There it shall be water, two pipe heating system with low distribution pipe”. The pipes are laid on the surface, along the wall. M140A0 radiator is accepted as a heating appliance. Double control cock are installed on the delivery piping. Ventilation is non-arranged. Mechanical extraction is envisaged for sanitary arrangements and wash basins. Home air conditioner is to be installed in the hall. 4.5.3 Modification of sea station in Turkmenbashi Architectural layout The following description has reference to drawing no. 7.05.00. The existing sea station building in Turkmenbashi has recently undergone total repair. However, to arrange the necessary facilities for customs and police check of passengers after the new sky-walk has been introduced, a modification and extension of the building is proposed. The existing yard is proposed to be covered with glass elements. On the ground floor of the covered yard, the following additional facilities will be constructed: = ticketing office - customs and police check area - hall for arriving passengers - offices for police and customs On the first floor there will be connection to the sky-walk. Window frames and doors of aluminium. Floors in halls and checking area will be of marble. In the offices, the floor will be parquet. Inside walls and columns in the halls will be covered by fire-proof materials and in the offices, walls will be covered by paint and wallpaper. Structural part For a convenient operation of the existing sea station, staircases and balconies, connected with a passenger bridge, shall be added. Staircase elements are pre-fabricated RC steps and steel bridge-boards of U-profile. The balconies are made of U-profile steel beams and a light floor. The steel beams for the balconies are fastened to the existing columns (steel pipes) by welding, © the low distribution system means that main distribution pipeline is located at the bottom or in a basement of buildings, for the upper distribution system the pipeline must pass through roof rep2-Ibe bh 24.5.4. Ticketing terminal building The following description corresponds to drawing T.07.00. Architectural layout The dimensions are 6.4x10.0 m. The building is one-storey, with a basement. The basement contains the heat distribution point. The rooms have a height of 2.70 m. The height is 2.5 m from the floor to the ceiling. The height of the basement is 2.5 m. The building shall also contain rooms for work, rest, kitchen and toilet. Floors in the rooms and in the corridors are from parquet. In the toilets they are covered with clay tiles and with linoleum in the kitchen. Ceilings are painted with water-emulsion paint. Outside windows and doors are individual (from PEMOPEN), the inside doors are wooden and veneered. Walls shall be painted with oil paint. In the toilets walls are to be covered with encaustic tiles. Facades are plastered with high-quality decorative plaster and painted. ‘Structural part Direct foundation is utilised constructed as strip monolithic beams of RC on strip slabs. The measures, protecting against moisture, are foreseen. Outside walls, plastered from inside and painted, shall be from “kubik” stone with a thickness of 40 cm. ‘The floors are RC, pre-fabricated hollow slabs. The length is 5.86 m, supported by longitudinal walls 1, 2, 3. Water insulation of the floors has to be performed from 3 layers of fibre glass felt on heat insulation, blinding, etc. Electric installations. Natural lighting shall be in day-time and artificial one in evenings. The lighting is carried out by decorative home chandeliers, and by glow lamps in the rest rooms. Lighting under the shed is performed with lighting fittings, installed in the pro- fabricated steel structure of the shed roof. Lighting of the ticketing cabins shall be executed by luminescent fittings. If there are barriers, the control after them should be implemented from the cabins. ‘The lanes under the shed shall have identification lights to provide safe driving for vehicles, Telephone and radio nets are also foreseen in all of the cabins. One of the rest rooms shall have telephone communication. The fire alarm net is included, rep2-Ibebh 28The shed above the traffic lanes Dimensions are 22.5x12 m, h=5.5 m. Direct foundation is utilised constructed as strip monolithic beams of RC on strip slabs. Carrying steel columns are made from steel pipes with a diameter of 245%6 mm. The shed roof is a pre-cast steel beam structure, welded and covered with steel galvanised plates. Under the shed, there are super durable lighting fittings, installed and painted, to Provide customs officers with light. Water and sewerage Water-supply network for household needs are designed inside the building. According to total water consumption water-supply network are designed to be made of galvanised steel pipes with d=15-50 mm in accordance with GOST 3262- 80. The consumption of cold water are determined by different devices |n accordance with the building designation and SNIP 2.04.01-85 i.15.1 sewage system for drainage of sewage from the sanitary devices, wash basins and w. c Pans are designed. In accordance with total consumption of sewage network is designed to be made of sewage cast pipes with the d=50; 100, 150 mm according to GOST 6942.3-80. Pipe connectors shall comply with the existing norms and GOST 6942.3-80 for sewage cast pipes, state standards and technical conditions. Itis envisaged to lay the sewage network by closing them in the constructions under the floor in ducts. The laying of drainage pipeline from sanitary equipment is envisaged above the floor with further providing of facing and water insulation Heating and ventilation. Water two pipe heating system with low distribution system is envisaged, The Pipelines shall be laid on the surface, along the wall. M140A0 radiant heater is accepted as a heating appliance. Double control cock is installed on the delivery Piping, Ventilation is natural. 4.6 Passenger bridge ‘Structural design The basic carrying structures are space steel frames and monolithic RC posts. Decking of the bridge is from steel galvanised plates. Floor of the bridge is to be made from steel plates covered with asphalt. rep2-Ibe.bh 29Foundations are pre-cast RC piles with a section of 30x30 cm. The monolithic grids correspond to a column type. Side fence of the structure shall be implemented from steel nets with small cells. Lighting, electric installations Natural lighting shall be in day-time and artificial one in evenings. The lighting is, carried out by lighting fittings with glow lamps, installed on the ceiling every other 10 m along the whole passenger bridge. rep2-Ibe.bh 305. CONSTRUCTION MATERIALS, MANPOWER AND EQUIPMENT 5.1 Construction Sector in Turkmenistan During the period of the former Soviet Union the implementation of @ construction project, like the present, was pre-determined in all phases. Design would be carried Sut by a state design institute and construction works by another state construction organisation, both of national origin. Construction materials, equipment and plant Coe distnbuted in a centralised way annually by order of Cabinet of Ministers of the USSR and of Government of Turkmenistan, always at the same and fixed prices This meant that both the design institute and the constructing organisation were known atthe start of the project. it also meant that both the implementation time and the implementation costs were pre-determined according to fixed norms. The consequence of this was among other that the design institute would be designing tn accordance with the capacities and equipment available at the specific Sonstruction organisation and that the design project would have to be submitted to the construction company for approval. Another feature of the construction sector ire that the construction companies were few but relatively powerfulwwell equipped. tas everything was pre-determined no competition on quality and costs were taken piace. After the break-up of the Soviet Union, the situation has changed and like in most other sectors of the economy also the construction sector isin a transition period. Today the construction sector is in principal liberated and several foreign Construction companies are now operating in Turkmenistan. Also the first private sormen construction companies has been founded. Most of these companies work on private financed projects and in the exploitation of natural resources. In & few coeas the foreign companies work together with national Turkmen companies and in Seaver the bulk of the labour force is local working under foreign management. At the same time the national construction companies have been struck by the dramatic decline in the economy which means that only few public works are executed, Just recently, at 12" of December, 1996, a decree "On construction of projects implemented by foreign firms and companies on the territory of Turkmenistan” has been adopted by the President of Turkmenistan. In compliance with this document. Ministries, organisations, khyakimliks (municipalities) of velayts (regions) and city of ‘Ashgabat upon entering into the contracts with foreign companies to construct and reconstruct projects on the territory of Turkmenistan apart from sources of financing have to stipulate attraction of the contract organisations of Turkmenistan to execute works and services according to conditions of the contract in the amount not less than 30% from the total sum of the contract. ‘This transition of the construction sector may leave questions with respect to the availablity of proper construction equipment, qualified manpower, procurement of construction materials and not least the present level of construction costs. Under these circumstances it was decided to undertake a survey/investigation of the present situation of the local construction sector with regard to the availability of cemetruction companies, manpower and equipment, construction materials and the costing hereof. rep2-Ite-bh a15.2 Construction Companies A preliminary survey has revealed that a number of foreign construction companies now are operating in Turkmenistan side by side with a few private owned local companies. Also the old state owned companies are still operating but at reduced activity. Without claiming to be complete a listing of these companies is enclosed in ‘Appendix 5. The activities of several of the companies are concerned with renovation works of traditional building works as well as new constructions in the town of Turkmenbashi 5.3 Construction Materials As concems building materials an investigation into this market was carried out in late 1996. The result of this investigation is presented in Appendix 5. The general results of this investigation are that ~ low cost building materials for traditional building and construction works like sand, rock stone, building blocs and bitumen are locally produced and of acceptable quality ~ feady mix concrete plants exist in Ashgabat together with local production of Precast concrete elements ~ high quality cement is locally produced, while all stee! products are imported traditionally from Russia and Ukraine. ~ outfitting products of good quality to the building works are all imported traditionally from Russia but now increasingly from Wester Europe and Turkey, The survey of the construction materials also comprised a cost survey the result of which is shown in Appendix 4. 5.4 Manpower The construction sector is depending mainly on local building workers while the foremen and specialised workers in many cases are foreigners, often from Turkey. ‘As may be seen from Appendix 4 the costs of labour varies much depending whether it is a local worker or not and whether he works for a local company or a foreign company. 5.5 Construction Equipment Besides traditional construction equipment the execution of the present project will require more specialised equipment for heavy lifts at sea, for pile works at sea and Possibly laying of complete sections of rail tracks, Such equipment is not available on the local market. rep2-Ite.bh 326. COSTS ESTIMATE 6.1 Implementation costs In connection with the survey of the local construction sector described in Chapter 5, also a detailed survey of the construction costs like costs of labour and materials, etc. was carried out. Lists of representative local costs are shown in Appendix 4, Following the detailed design and based on the design drawings Preliminary lists of Works (80's) have been prepared as presented in Appendix 4, Based on these lists of work, estimates of the costs for the implementation of the renovation Project fave been prepared, To obtain an overview of the costs that may be envisaged for ~ Alt Option 1, Phase I: shore end of ramp maintained, no raising of railway yard Phase I: shore end of ramp raised, raising of complete railway access yard ~All Option 2,Phase |= Phase II: shore end of ramp raised, raising of complete railway access yard The detailed costs estimates for each of these altematives are shown in Appendix 4 2g for the development strategy proposed, a summary ofthe implementavon budget is given hereafter: rep2-Ibe.bh 3Summary implementation budget: Option 1. Description of work Implementation costs Phase | Additional (1000 USD) | Final stage (1000 USD) ‘Summary Works: Terminal Area Arrangement 3174 230 Marine Works 9018 190 Ramp Rehabilitation 3890 0 Railway Works 62 954 Terminal Building Works 639 220 Subtotal 16783 1504 Contingency for unforeseen ramp 1500 works Total works 18283 Additional activities: Site Surveys, Topographic, 30 Bathymetric Soil Investigation 100 Supervision of Works (20 months) 890 Total additional services 1020 Contingency, price variations (10%) 1930 Grand Total, Budget 21233 In connection with preparation of the cost estimates the following comments shall be made: a) The estimate is based on the assumption that although the works are intended to be comprised in a single contract to be signed with an intemational experienced non-local contractor, the works shall be executed by maximum use of local sub- contractors carrying out e. g. traditional building works on land. Accordingly, costs estimates for traditional building works have been estimated using the result of the local costs survey and applying the calculation methods traditionally used by local contractors. An outline of the method is shown in Appendix 4. Otherwise, costs have been estimated using intemational price levels, including transportation but excluding any import taxes or customs on items that have to be imported. Due to the uncertainty of extend of local involvement an analysis has been carried out showing the impact that change of source of manpower may have on the construction cost. The example presented concems the Public Service Building (see Appendix 4) and it is shown that change from use of local labour to use of labour from other Asian countries the direct costs may increase with 25 %, while substitution with other European labour will increase the direct costs with 170 %. This will not be directly reflected in the fianl costs as overheads and rep2-Ibe.bh 4Profits may be ajusted but it shows that some caution has to be taken in Preparing the budget. This is part of the reason for the contingency position of 10 % in the budget estimate above. ») the estimate excludes costs of other replacement building/construction works than those which have been directly mentioned in the list of works in chapter 4.1 of this report. Examples of possible works that has not been included in the Present design, but has to be replaced, are water tanks and associated installations. ©) Itis anticipated that investments in container handling facilities and equipment is covered through the budget for the rehabilitation of the main port as these facllities are envisaged in the master plans presently under preparation for this Part of the port 4) No costs associated with possible acquisition of additional land has been included ©) The costs estimate has been prepared using the present price level assuming only minor increases within the execution period, anticipated to be concluded by beginning of year 2000. Due to the present transition period of the economy, important variations in local labour cost, etc. can not be ruled out. Itis expected, however, that the present use of foreign labour from other Asian countries will reduce the effects of such variations. 6.2 Maintenance costs The state of the present facilities have demonstrated very clearly the need for and importance of carrying out regular, thorough and correct maintenance inspection and maintenance repair of the renovated terminal facilities. For the purpose of Performing a correct financial analysis, subject of the Phase 3 Report, and in order to provide an overview of the resources it will be necessary to make available for this purpose, a rough estimate of the overall maintenance costs has been carried out (see Appendix 4). In the absence of port information on maintenance costs, the estimate is based on generally accepted standard data for maintenance costs for works and facilities as indicated e.g. by UNTAD, see ref. /3/ Annual average maintenance costs during the economic lifetime are assumed as indicated in the table below rep2-Ibe.bh 35Assumed Maintenance Costs and Economic lifetime of Renovated Facilities Maintenance | Economic Class of work / equipment lifetime (%), (years) Reclamation 0.0 50 Coastal embankment 0.75 50 Roads, pavement: = asphalt 15 25 ~ concrete 1.0 40 Quay works: = steel 1.0 25 - concrete 1.0 40 - fendering 3.0 40 Railway works: ~ ballasting 0.75 40 rails, sleepers 15 20 ~ signalling 20 20 Building works: ~conerete, 15 30 masonry ~ steel structures 20 30 - installations 25 25 Equipment: - mobile 5.0 8 - machinery 3.0 20 - control systems 25 20 In the table above, further the eco: equipment is shown. To ensure th nomic lifetime of the various types of works and 1ese optimum economic lifetimes for the different works and equipment of the terminal it is a pre-condition that regular and proper maintenance according to well pla Otherwise, the economic lifetime may deteoriation of the facilities with imy of the service level (eventually dis 6.3 Operational costs ned schedules and procedures is carried out. ly be reduced considerably due to the portant capital losses as one result and lowering ruption of services) as another. As background for the financial analysis operational costs of the terminal will have to be determined. These operational costs dey energy consumption and cost of energy, Report, ref./4/, together with the economic an rep2-Ibe.bh pend on the staffing of the terminal, etc and they are indicated in the Phase 3 \d financial analysis. 367. IMPLEMENTATION SCHEDULE 7.1 Planning of works Following the detailed design presented in the preceding chapters of this report, this chapter presents an outline of the planning of the construction works related to the renovation of the ferry terminal, A schematic presentation of the planning is shown on the following page. The planning shown concems the Phase | development, according to the development strategy proposed, which is, ~ Alt. Option 1, Phase | : shore end of ramp maintained, no raising of railway yard (Phase I: shore end of ramp raised, raising of complete railway access yard) {t follows from the planning that the total construction time, from start of mobilisation by the contractor to preliminary commissioning, is estimated to last 20 months. The Construction period shall be followed by a one year guarantee period before the final commissioning will take place. The planning presented takes into account that the ferry terminal in principle shall be kept operational during the whole of the construction period. This is obtained by Phasing the works, renovating only one berth and ramp at the time. The critical paths of this planning are assumed to be the completion of the renovation of the first ramp before the work on the second one can be started. Also the road traffic through the construction site and border contro! operations during the period of Construction will have to be planned in detail by the contractor before the different phases of the construction works can begin. Before construction works can start the contractor has to be selected. A procedure starting with pre-qualification of interested intemational contractors, followed by invited intemational tendering leading to conclusion of contract, is envisaged. The pre-qualification is expected to take 4 - 5 months and the tendering including contracting may take another 5 - 6 months. According to the plans of the EBRD, who most probably will be financing the works, the tendering has to wait until the loan agreement is in place. At present time (March 1997), it is expected that the loans financing the works may be finally agreed around the end of 1997. Accordingly the contract ready for starting the works may be expected signed earliest Mid - 1998 resulting in a completion of works early in year 2000. rep2-Lbe.bh 37bea wan Kop s0 ee snetsoniog T F | | (ama | SS ca 8 aaa ala at aaa Aug Jo wonenoustAppendix 4 List of ReferencesAppendix 1 - List of Project References mw Renovation of the Ferry Terminals of Baku and Turkmenbashi Phase 1 Final Report, Design Basis Ramboll, January 1997 21 Renovation of the Ferry Terminals of Baku and Turkmenbashi Phase 2 Pre-Design and Feasibility Note Ramboll, December 1996 131 Port Development, UNCTAD, 1988 ‘41 Renovation of the Ferry Terminals of Baku and Turkmenbashi Phase 3 Economic and Financial Evaluation Report Ramboll, March 1997 ‘8! Technical report on engineering researches, Par Ill, Engineering geological conditions, No 1173, Krasnovodsk sea port KASPMORNIIPROEKT, Baku, 1979Appendix 2 List of DrawingsDRAWING REVISION DATE No. TEXT DATE | A| Bic | pd T.01.00 Turkmenbashi Ferry Terminal 1997 1:2000 Location Plan 0320 7.01.01 Existing Facilities 4:1000 1997 Site and Demolishing Pian, West 0320 7.01.02 Existing Facilities 4:10 1997 Site and Demolishing Plan, East 0320 7.01.03 New /Renovated Facilities 4:1000 1997 General Plan, West 0320 7.01.10 Terminal Area 1:500 1997 Pavements, Plan 0320 7.01.11 Terminal Area 1997 Pavements, Sections and Details 0320 7.01.13, ‘Terminal Area 1997 Drainage system, Plan 0320 7.01.14 Terminal Area 1997 [ Drainage, Sections and Details 0320 7.01.30 ‘Terminal Area 1997 Electrical Power Supply and Ligtning, Plan 0320 Ee —L— —L. — In IPROJ.NO.: 963324 European Commission / Tacis DW. No. Port Network Plan and Improvement Programme JORAWN. DATE: 1997-03-20 [pev.naro:DRAWING REVISION DATE No. TEXT pare | a [ea f[ec|o L L 7.01.40 ‘Terminal Area 1997 | Water Supply and Severage, Plan 0320 } 7.01.44 Terminal Area 1997 ‘Water and Severage, Longitudinal profile 0320 i 7.01.44 Terminal Area 1997 | Heat system, Symbols 0320 (7.01.45 ‘Terminal Area 1997 Heat system, Layout of distribution nets 0320 | 7.01.46 Terminal Area 1997 | Heat system, Layout of distribution nets 0320 / 7.01.47 ‘Terminal Area 1997 | L Heat system, Profile of nets 0320 {| I 1 J 963324 wt [European Commission / Tacis IDWG. NO.: Port Network Plan and Improvement Programme IDRAWN. DATE: 1997-03.20 REV.OATO:DRAWING | REVISION DATE No. TEXT DATE B | c]|o 7.02.01 | MARINE WORKS : cole LAYOUT PLAN 1997 7.02.02 | MARINE WORKS ake COASTAL PROTECTION 1997 7.02.10 | MARINE WORKS 03 20 PIERHEAD . DOLPHIN 1997 7.02.12 | MARINE WORKS 0320 PIER 1997 7.02.13] MARINE WORKS eo PIER 1997 fran | MARINE WORKS 0320 PIER BASE AND FINGER PIER 1997 rr02.15 | MARINE WORKS 0520 PIER BASE AND FINGER PIER 1997 trons aR Wo a FENDER 1997 7.02.17 | MARINE WORKS 03 20 FENDER 1997 702.18 | MARINE WORKS 0320 LIFTING TOWER BASES 1997 T0219 | MARINE WORKS 0320 LIFTING TOWER BASES 1997 7.02.20 | MARINE WORKS pole LAND BASE FOR RAMPS 1997 7.02.22 | MARINE WORKS ele PASSENGER ACCESS 1997 02.24 | MARINE WORKS QUAY EQUIPMENT _l 7 [European Commission / Tacis JOB NO.: 963324 Port Network Plan and Improvement Programme [TURKMENBASHI FERRY TERMINAL DRAW. NO. lList of drawings DATE: 1997-03-20 REV.0A Te: | [- DRAWING ay 5 5 = REVISION DATE © No. TEKST : DATE Sever ro. Control System, 1887 7.03.70 | List of drawings 0320 Control System 1987 7.03.71 Electrical symbols 0320 Control System 1997 T.03.72 | Lighting fixtures, Specifications 0320 L Ramp Controi Building and Lifting Tower 1987 T.03.76 | Lighting and Power installations 0320 Control System, Ramp and pier 7997 7.03.80 | Lighting and power installations 0320 ir ; : FTurkmenbashi Ferry Terminal [Job No. 963324 List of drawings, Electrical installations . 1 : 1997-03-25 REV.DATE: t_ Sie aightRavina TT REVSON DATE fo. reer cae Pale | es] Sonia Spar, SRG er 7.03.84, Outline diagram . 0320 0285 [iam swacoousan se 020 r.0a06 |Swictbous that o20 Control System, Lifting Tower 2, right ‘Control System, Lifting Tower 3, right 7.03.88 Switchboard no. 1A03 0220 |Smtcwonare taee T.03.90, Switchboard no. 1A05. 0201 [Smtchbomsne 1A08 0292 |Smieivoware 1AG? r.oa.2 |Soucnvound mo. 1008 T.03.96 Switchboard no. 1A11 Control System, Lifting Tower 6, left 0387 |Swncowae- Ard eon does 16570975j DRAWING REVISION DATE | No. TEXT DATE(E EAta ent act ai0he ae! 7.08.01 Passenger Terminal, 1997 i Plan, Sections and elevation 0320 lL | ! 1 | I ! 7.05.45 Passenger Terminal, 1997 | Heat system 0320 7.05.45, Passenger Terminal, 1997 Heat system 0320 7.05.47 Passenger Terminal, 1997 Heat system 0320 1 1 t j | PROJ.NO: 963324 [European Commission / Tacis Dwe. N lseaain tA TESE asia eee Port Network Plan and Improvement Programme DRAWN. DATE: 1997-03-20| DRAWING REVISION DATE No. TEXT ee cai one coca oor Layout, Plan Doors and Windows details 0320 7.08.18 Border Control Terminal, 1997 Shed; Plan and Details 0320 | 77.06.30 | Border Control Terminal, 1997 | El Supply, Lighting, Plan 0320 | B/T.06.31 | Border Control Terminal, 1997 I El Supply, Diagram 0320 1817.06.32 | Border Control Terminal, 1997 El, Telephone, Plan 0320 7.06.40 Border Control Terminal, | Water Surly. Pian i | 7.08.45 | Border Control Terminal, 1997 | Heat system, Ventilation 0320 i F 1 7.08.48 Border Control Terminal, | Heat system, Central Heating j | i | 1 | PROJ.NO.: 963324 European Commission / Tacis we. no. Port Network Plan and Improvement Programme DRAWN. DATE: 1997-03-20 Rev oaro:forawine T I REVISION DATE No. TEXT pave | aA |e] ecj|] ole 7.07.01 Ticketing Terminal, | 1997 Lay-out, Plan Doors and Windows details 0322 I | 1.07.10 Ticketing Terminal, 1997 Foundation, Plan and Details, 0322 | i i ! [7.07.18 Ticketing Terminal , 1997 f Slabs, Plan and Deiails 0322 ! } i | 7.07.18 Ticketing Terminal, 1997 | Shed, Plan and details 0322 i t i i 77.07.30 | Ticketing Terminal, 1997 i EI Supply, Lighting, Plan 0320 I 87.07.31 | Ticketing Terminal, 1997 i] El Supply, Diagram 0320 | 'BIT.07.32 | Ticketing Terminal, 1997 1 El, Telephone, Plan 0320 | I { 7.07.45 Public Service Bulding 1997 1 | Heat system, Plan 0322 1 i i | i I | 1 i Ld Li PROJ. No. 963324 [European Commission /Tacis lDwe. No.: pee Nor Port Network Plan and Improvement Programme DRAWN. DATE: 1997-03-20 [evnaro: | || pRawine. REVISION DATE i No. TEXT pare | a | eile | ole i | 7.08.01 Public Service Building, 1997 | { Lay-out, Plan Doors and Windows details 0322 1 1 1 | 1 7.08.10 Public Service Building, 1997 | Foundation, Plan and Details 0322 ! 1 r.08.15 Public Service Building, 1997 Slabs, Plan and Details 0322 | B/T.08.30 Public Service Building, 1997 \ El Supply, Lighting, Plan 0320 | 1 B/T.08.31 [Public Service Building, 1997 1 El Supply. Diagram 0320__| | B/T.08.32 | Public Service Building, 1997 | El, Telephone, Pian 0320 | { | | 7.08.48 Public Service Building 1997 ) 4 Heat system, Plan 0322 ! i 1 Eee | PROJ.NO.: 963324 i b _| [European Commission / Tacis DWE. No. } JDWG.NO2 [Port Network Plan and improvement Programme DRAWN. DATE: 1997-03-20 k ev oaro: | [ I !DRAWING REVISION DATE No. TEKST Date | A| Bf] clo Passenger Bridge 1997 7.09.10 Layout 0320 Passenger Bridge 1997 8/7.09.11 | Elevation, Details 0320 \Job No.: 963324 European Commission / Tacis [Page No.: 1 Port Network Plan and Improvement Programme IConstr. date: 1997-03-20 lrev.pate: Sine. awgistobAppendix 3 Design Calculationsg 2 = 6 = 5 3 3 aDESIGN CRITERIA - GENERAL Wind load (According to SNiP' 2.01.07-85 for map 3 of the obligatory annexe) The city of Baku belongs to category V of wind regions ‘The normative value of the average mean of the wind load Wm on the height of z above the land surface is: where Wo=60 kgs/m2 is the normative value of wind pressure; Kc the coefficient, which takes into account changes of wind pressure in dependence of heights (for area A; the open cost-line of the sea). Heights, z, inm “5 10 20 40 60. Coefficient K (for area A) 0.75 1.0 4.25 1.50 1.70 Cis the aerodynamic coefficient for windward side C=+0.8 for leeward side C=-0.6 (Annex 4, obligatory, layout 1) The estimated wind loads should be calculated according to formula: W=wm'yf where yf=1.2 is the coefficient of reliability for loads, Snow load (According to SNiP 2.01.07-85 for map 1 of the obligatory Annexe 5) The city of Baku belongs to the 1 category of snow regions. The full normative value of the snow load on to horizontal surface of a covering is S=Soy=50°1=50 kgs/m2 where So=50 kgs/m2 is the normative value of the snow layer weight for 1 m2 of horizontal surface, 4=1.0 (according to Obligatory Annexe 3; layout 1) is the coefficient for transition from the snow layer weight upon the land to the snow layer upon the covering. The load coefficient of reliability for snow load yf=1.4. ‘The calculated loads should be defined according to the formula: S* yf=50"1.4=70 kgs/m2. Seismic loads (SNIP II.7-81*) Seismic activity of the project area is 9 degrees. The estimated seismic loads should be calculated according to the formula: ‘Sik=K1°K2*Soik, " SNiP- the Soviet Building Standards and Rules crit2-2b.ebhwhere K1 is the coefficient taking into account permitted damages of the buildings and the structures, K1=0.25; 2 is the coefficient taking into account constructive solutions of the buildings and the structures, K2=1.0; Solk is the seismic load value for tone i which takes into consideration oscillations of the building or the structure by itself; these oscillations are defined according to assumption that the structure is elastically deformed: Soik=Qk*A‘Bi*Kwy*nik where Qk is weight of the building or the structure set to the point and determined with the account of rated loads on to the structure; A=0.4 (for the seismic activity of 9 degrees) is the coefficient taking into account values of acceleration amplitudes of soils in shares of acceleration of the force of gravity g; Bi is the dynamic coefficient corresponding to tone i of oscillation of buildings and structures Bi=2.0 (for the soils of category Ill); Ky is the coefficient taking into consideration dissipating features of the structures. a) the framework buildings with piles of reinforced concrete he:b»25 Ky=1.5 he-bet5 Ky=1.0 b) the framework buildings with piles of steel ho:z»80 Ky=1.5 ho:z«40 Ky=1.0 Qn font Cte Buildings of stone Ky=1.0 | fe tikis the coefficient depending on the form of building's or e structure's deformation while they are oscillating for tone i | Bi and depending on the place of loading concentration Qt n 2 k= (Xk*ZQ}*X):(E Qi*X)) it Figa | Xk and Xj are the distances from points k and j to the top of the edge (Figure 1) The live equally distributed loads (edl) for floors No Names Normative loading, | Coefficient | The estimated in kgs/m2 yt | toa-ding, kgsim2 1 | Service rooms, studies, subsidiary 200 12 240 rooms 2 | Wailing hall, pavements on areas 12 480 with possible accumulation of People 3 | Lobby, corridors, staircases adjusted to rooms mentioned in items a) item 4 300 12 360 b) item 2 400 12 480 crit2-2b.cbh 2‘The permanent ed! for 1m2 of pavements, 2) for light structures No Names Normative loading, | Coefficient | The estimated in kgsim2 wt loading, kgs/m2 The permanent 1 | Protective layer of gravel on polish 40 13 82 made of bitumen - 20mm 2 | Water insulation layer of four layers 16 12 192 of tarred felt” on the polish of bitumen 3 | Heaters: 245 12 294 slabs of mineral woo! with high durability according to GOST 2950-78 250 kg/m | Steam insulation of one tarred fet 4 12 48 layer 3 | Profiled covering 158 105 16.38 © _| Spans of the rolied beams 2 1.05 726 (preliminarily 1=6) 7 | Beam frames with fastenings 25 1.05 26.25 (approximately) @ | Technological suspended ceiling 30 14 38 Total 182.6 252.23 b) Structures of reinforced concrete (RC) No ‘Names Normative loading, ] Coefficient ] The estimated in kgsim2 wf loading, kgs/m2 The permanent 1 _ | Protective layer of gravel on polish 40 13 82 made of bitumen - 20mm 2 | Water insulation layer of four layers 6 12 792 of tarred felt on the polish of bitumen 3 _ | Layer of solution of coment and 50 73 Cs sand 6=2.5 cm 4 | Heaters: 39 13 128.7 insulation gravel h=8-14cm; y=900 kglm30.11"900 3 _| Steam insulation of one tarred fe a 12 48 layer he rolled material, which is made of fibre-glass basis soaked by bitumen crit2-2b.ebh 3No Names Normative loading, | Coefficient | The estimated in kgs/m2 vf loading, kgsim2 6 | RC floor slab 300 14 330 Total 508 598.7 Permanent edl for 1m2 of the floors a) parquet floor No Names Coefficient The in kgsim2, wf estimated loading, kgsim2 The permanent 1 | Parquet floor 5=2cm 18 12 216 0.02"900 2 _| Layer of solution of cement and 30 73 38 sand 8=1.5.om —0.015*2000 3 | Two layers of steam insulation 8 12 36 4 | Concrete of insulation gravel 6=4.5 Cy 1 a9 em 0.045°1400 S| Bulkheads 700 4 710 © [RC floor siab 300 TA 330 Total 519 592.4 b) ceramic floor No Names Normative loading, | Coefficient The in kgsim2 vf estimated loa-ding, kgs/ma’ ‘The permanent 1 | Floor of ceramic tiles on the layer 50 13 65 of solution of sand-cement, 0=2.5 em 0.025*2000 2 _| Two layers of water insulation @ 72 38 3 | Concrete of insulation gravel h=4.5, e 13 819 om 0.045%1400 4 | Bulkheads 100 TA 710 © | RC floor siab 300 4 330 Total 52 5065, crit2-2b.cbhConcrete (SNiP 2.03.01-84) Type of resistance Class (type) of the concrete B75 B25 B15 ‘B20 B25 qmio0)_| wis) | qvz00)_|_(w2s0)_| (M300) Normative | Axis pressure 56.1 96.9 112 153 189 resistance | (orism durability) of the Rbn and Rb; concrete | Rb.ser; kgs/sm2 ‘Axis stretching 714 702 TT 143 763 Rbin and Rbt.ser Calculated | Axis pressure 459 765 67 [> 117 148 resistance | (prism durability) of the Rbn and Rb; concrete | Rb,ser; kgs/sm2 ‘Axis stretching 789 673 785 318 107 Rbin and Rbt.ser “The initial modulus of TESTO | 214 10°S | 2.3510" | 2750'S | 3.0810 elasticity, Eb, kgs/om2 763000 | 214000 _| 235000 | 278000 | 306000 Reinforcement bars “The reinforcement bars of types: ‘Type of resistance AL TAA | Aa] Adit | Bpt | Bet] Bet D’6- | D10- | 3m} D- | D5 amm | 40m | m | 4mm | mm m The calculated | For stretching of | 2300 | 2850 | 3600 | 3750 | 3850 | 3750 | 3700 resistance of a _| longitudinal R3 steel bar for extreme limits of the I group For stretching of | 1800 | 2300 | 2900 | 3000 | 2750 | 2700 | 2650 longitudinal Rew For pressure of | 2300 | 2850 | 3600 | 3750 | 3850 | 3750 | 3700 Rsc. Normative resistance against 2400 | 3000 | 4000 | 4200 | 4150 | 4050 stretching Rsn and calculated resistance against stretching for extreme limits of the Il group Rs,ser, kgsiom2, Elasticity modulus 210106 | 2010 170106, z100000 | 2000000 [1700000 2.3 Assortment of the steel span rolled profiles a) |-girders according to GOST 8239-89° ») Beams according to GOST 8240-89 ©) Angles with equal sides according to GOST 8509-86 4) Angles with different sides according to GOST 8510-86 5 diameter * Soviet State Standard crit2-26.ebhThe stone wall (SNiP II-7-81") Masonry of the carrying and self carrying walls or filing of the framework should be implemented by utilisation of the lime stone bricks of type 50. The solution is M50 (category I! of the masonry). The normal cohesion Rpb (for temporary resistance against the axis stretching) for the masonry of the Il category is 1.8 kgs/em2cRpb» 1.2 kgs/cm2. The reinforcement nets should be installed in to conjunctions of piles. The reinforcement net bars should have a section with total area of the longitudinal bars Not less than 1 cm2; the length of the bars is 1.5 m; they should be installed every 500 mm along the height (when the seismic activity is 9 degrees). Partitions (SNiP II-7-81*) The partitions are made of bricks M75 on the solution MSO. To avoid fall of the partitions, they should be connected by flex fastenings with walls and three points; if the length is more than 3 m, the bulkheads should be also connected with floors. The partitions made of bricks should be reinforced along the whole length; the reinforcement should be arranged not more than every 700 mm along the height of the wall. The steel bars of the total section area not less than 0,02 cm2 should be put on the solution, which joints bricks (2FUVR-!). Anti-seismic joints (SNiP II-7-81*) The anti-seismic joints should divide buildings and structures along the whole height. The width of the anti-seismic joint is defined either by calculation or by appointment in dependence on height of the building. if the height of building or structure is up to 5 m, the width should not be less than 30 mm with further rising by 20 mm per each 5 m of the height. The anti-seismic joints should be executed by construction of pair walls or frames, and also by composition of the frame and the wall Anti-seismic belts (SNiP II-7-81*) The anti-seismic belt (with a bearing part of the floor), see Figure 2, should be, as a rule, installed over the whole width of a wall; the belt's width should not exceed 100- 150 mm if the width of the belt is less than width of the wall. The height of the belt should not be less than 150 mm, class (type) of concrete is not less than V12.5 (M150). Anti-seismic belts should have longitudinal reinforcement bars 4Diameter12Al with the designed seismic activity of 9 degrees. ‘The upper storey belt should be connected with below laid masonry by 658 mm long anchors, which are made of reinforcement bars Diameter6A-. The anchors go crit2-2b.ebh 6inside the masonry by 300 mm. They are installed on blind fetes va parts of the walls and bulkheads in chess order every 600 mm. Joints (SNIP II-7-81*) Figure 2 As a rule, the joints should be installed along the thickness of the wall. The depth of installation of the joints in to masonry should be not less than 350 mm. It is accepted to build in the joints to the depth of 250 mm if the width of the embrasure is up to 1.5 m. Balcony (SNIP II-7-81*) The structure of balconies and their fastenings with the floors should be calculated as console beams and slabs. Projection of the balconies should not be more than 1.5 m in the stone wall buildings, Floor panel (panel of covering) ‘The pre-fabricated floor panels correspond to series 1.141.1.-40s. {n the stone buildings the length of parts of the floor (covering) panels supported by the canying walls, which are made manually, should not be less than 120 mm. This length should not be less than 90 mm for RC elements. See Figure 3. 120 mam (90 ms) a Figure 3 onit2-26.ebh 7Design Criteria - Railway Works In some cases, requirements to location of separated points in a plan and in a profile are dependent on category of a railway. The designed railway (the Ferry Terminal station) belongs to the III category. Therefore, speeds of trains (speed of provision) are up to 25 km/hr; the net cargo tumover is 3 million tones/year. In accordance with SNiP 2.05.07-85 and “Reference book of a rail station designer’, the slope equals 0% (a horizontal platform). A minimum vertical curve line is 5000 m. Tracks for arriving and departing wagons are located (plan) along the curves, the conditions are hard (renovation) - Rmin=160 m. A distance between axes of the adjusted station tracks on the straight sections is equal to 5.30 m (SNIP 2.05.07-85 n. 2.39). A distance between curb stones (of a road) and axis of the railways shall be 3.75 m. When there are no curb stones, it is 5.25 m. ‘A width of the permanent way at curved parts shall be increased from outside of the curve by: R=1800-1200 m 0.1m R=1000-700 m 0.2m R<700 m :0.3m (On the upper structure of the railways, the quntity of sleepers per 1 km shall be accepted according to table 13 of CHiN 2.05.07-85: ho=0.30 m, rails P-65, P-50. ‘The width of the ballast prism at the top is 3.1 m on straight one-track spots. The railway ballast prism at curved spots with a radius of <600 m shall be widened by 0.1 m from outside. Slope inclination of the ballast prism shall be accepted as 1:1.5 independently on type of the ballast. Rails Dimensions of the rails in mm Gost Type of Weight of 1m of rails | the raits [Width of] Width of Height of Rail in the the height kg | head | shoe [the shoe] the web] the heel p65 6491 | 76 150 45 105 | 30 180 |8t61-63 P50 | 50.504 | 70 132 42 83 27 152 ‘|7174-65 P.50 cir* railerit*P-50 cir - the old rails with a tolerant fatigue. The norms of rail fatigue on station tracks are 17 mm. ‘Standardised lenath of the rails Rails, identified by the length ‘Standardised length, inm Normal 12.5 25.0 Shortened, for laying along curved spots | 12.46, 12.42, 24.36, 24,32, 24.24 12.38 Rail switches shall be accepted in accordance with table 14 of SNiP 2.05.07-85, ‘Type of the frog is M1/9. ‘Type of the switch rails shall correspond to the rail base of the adjusted track sections Limit posts are to be installed at the spots, where the distance between axles of ‘meeting tracks is not less than 4100 mm. Sleepers Type of the sleepers] Width | Width of ] Width of | Length, | Average | Weight, (height), | the the | inm’ | volume | kg inem | upper | tower of the bed bed sleepers, incm_|_ inom inm3, Wooden Trimming a” 175 | 16.0 {250 | 270 Jo.1160 | 86 WA, 155 115.0 | 250 |270 Josoie | 75 WA 145 [15.0 [250 |270 |o.0925 | 68 IVA 145 | 15.0 }230 |270 | o.08s2 | 63 vA 135 [130 215 {270 | 0.0670 | 50 Reinforced concrete fastening C-56-1 (K2- separated, [21.9 117.3 | 30.0 =| 270 =| 0.075 | 250 terminal-pipe) C-56-1 (K2- separated, 21.9 | 174 = 300 =| 270 | 0.075 | 250 terminal-bott) C-56-1 (K2- separated, | 21.9 | 174 =| 30.0 = |2.70 =| 0.075 | 250 terminal-bott with spring terminals without lining) Fastening of the tracks against displacement shall be carried out by spring type of stop devices or spike type ones. Railway blind ends on the stations shall be equipped with supports, protecting freight trains against coming off the rails, raileritBasic indices of vehicles, taken into account in standardised loads N-30 n N-10, are as follows. N-10 vehicles Description of the indices N-30 [withincreased] — normal weight Weight of a loaded vehicle , t 30 13 10 Axle pressure, t a)inback 2x12 jos 1 b)infront 6 35 3 Width of a wheel base, a) back 06 04 03 m b) front 03 02 0.15 Base of the vehicle, m 616 | 40 40 Width of a body, m 29 27 27 Width of a gauge, m 19 17 17 raileriteae anol bay % 9 donk yeng conTYUIUTEAIA, eule 182 OrHETY WHITER ecTb B NSeTbHOM nOMeULeMN. Flas oTonae- Hua RAGHEB B site Bpens YeTanOBNeHM KastopuNpep 1 GaTapes oGorpene toe Mawunneta, Y KaGune tpi auepu: ave vis) bNosu uy Ten one) » BAS | 13 Guy C NcIOMLa.I0K As BxOIa B amuaparnyto Kamepy. B aBepb, cocamimouyto s1OBO3a, OnNa—, KaGunly wawuiicra 1 annaparnyio KaMepy, BNoHTHpOBAH UIKad Lan xpanenin BexbL. Topuopsle i GoxoBnie Okla OGecneumBaloT XopoUlyio OcueMLerTiOTE Ka6uutl i Bnoave nocraTounyio BuAnsocT® Buepex, Hasan H NO cropota% Cper- ie CCK GOKOBHIX OKOH MoryT oToaBlITaTHCR, OSecneunsaR MalUIHICTY MH Geo6xomMocTIH BoaMoxtocTS obaopa Bneper u Hasaa Heped OTKpUITHE OKIE, Orxpeipaioulanen Hacer oka orpuasacua chettiaabitunll sautiiuen: baleen crexaa, Tloa raaskolt panof ren.sop0aa Haxonutes TonanBiiali Oak 1 GavoK aan xpa- Hen sanaca cMaakil, 34ecb ae ykKpeniaeNtN NeTHIpe TAaBHLIN TOPNOSHIAN pede. Byapa. Bee azektponpouoaa 2a%uovetns » creunasbuibie TpYGonpoBodb!, pact. 7 Bane ble 8 pase U wacTuuno B Kysoue TenOBosa, Tlecox xpanirren B YeTbIpCX Oynikepax, pacnoaorxennux nowapiio cnepes 1 csann Tent0803a Hn Buinoanen- HbIX 3a0RHO C Ky3000M. Tenaovossi o6opyzosans pasnocranuell, Mpneonepenaraik paanocrar- Au H nyabr ynpaBaenis paanocranunell pasmemenii 6 KaOiHe Mauninucra, Creek noA epexoziol| nuuowarKoit cnepean tenaoBosa iH YeTHipe HeCOALe HIS MMM B PaMe HAR AecTUNUANU, NpeAMasita¥eNA AAA XpaHeHuA KPynnnn H penko npumennemaix npinaznexnoctell TenazoR03a, 7 Basic techn cat character res J] lo cos eHOmNLE Tecan KapaNTepH TIN rage IgR TEM 3 Poa cayxGu . . ManenpoBelit Tun nepeaasi . : Gcenan xapakrepuetiica Unneno weayux ocel Unexo exw ft Weight — Macca tensososa (npit 2/3 sanceatonaia ‘3 mecka), tT . 120:3% 1B ten ale lak “Harpysxa ot Konecoit napu ia peaueu, 16 20439, 20.5 ton Koncrpykwuonnan cKopocte, xu/a 100 Cuga tarn anitemvuan (221 Tenaovo3n TIMI npn $ wa/, aan TOM2 mpi Ti. maf), are 20 000/20 200" sha redieg— Muminasonisi paanye uposoanmus “spous Pearve. * (pn exopocti 3 'Kw/u), a 80 bom ; 1520 Kones, sa isaniiags Auasenp Koaee (nosus) no xpyry Karan, x 1050 Th Gyne Ha pomixoBus nox uuinsax, Tun aprocuenke CAB Koauvectuo uoau cieteme, a... ~950/1050 Koauieetio macna v cucteme, Kr (py “naor. Y= 086 tu e eM Sane onaina, Ft MAT onan 85 1/m3) a0 Banae necka, Kr (npa nautiveiie v= 7 Th 2000 FaGapuraue pasmepus, ss HanGoavitas macora or roses jyeascon 4900/5 010 Honour unpsna 3.080 avey > Pacetonnme meaiy Ocul austocienox 16970 17220 mm Wings Basa teaewkn 4200 Pacerowute mexay "untwopt asc 8 00 Baza tenaowora 12.800 Paccrowe (pu uawx ‘Koaceas) "or YPOBHR FoaoUoK pectscon 20 KowyXa THrawore peaykropa 12 Tarobero. saexrpoatuira tes 155 ORUpLRA HOA. NCHITHCIUHONNA Kal haciom TAFONOCO. 3.tekTpoAUNtrATEA 15 roma]Laying of the branch pipelines from the equipment is foreseen under the floors with installation of facing and water insulation DESIGN CALCULATIONS B.06.40-49 Customs/police building ‘A. Water supply The hydraulic calculation of the inner pipelines of cold water should be implemented according to maximum water consumption in correspondence with SNiP 2.04.01-85. Annexes 1 and 2. Cold water consumption is created by certain equipment: 1. The wash basin with a water tap - 2 pieces q=2x0,1LU/sec =0,2 Lt/sec. 2. The lavatory pan (a closet pan with a cistem) - 2 pieces q=2 x0,1 Lt/sec =0,2Lt/sec. Therefore, the total cold water consumption is qut= 0,4 Lt/sec. According to the total consumption of the cold water, the water supply networks are designed from galvanised steel pipes with the diameter of 215; 20; 50 mm according to GOST 3262-75 B. Sewerage ‘According to purpose of the building, in correspondence with SNiP 2.04.01-95 item 15.1, the inside water system should be designed to drain sewage from the lavatory equipment, the wash basin and the lavatory pan. The system for sewage drainage is to be designed in the building. ‘Sewage consumption is created by the equipment: 4. The wash basin, the hand wash with a tap - 2 pieces; 2. The lavatory pan (a WC pan with a cistem) - 2 pieces; q=2x1,6Lt/sec = 3,2 Lt/sec, Therefore the total sewage consumption of the equipment is quot = 3,5 Lt/sec. According to the total sewage consumption, the sewage networks are designed from sewage cast-iron pipes with the diameter of 250; 100 mm according to GOST 6942.3-80. Connecting Parts of the pipelines are accepted according to the valid norms and GOST 6942.3-80 of the cast-iron sewage pipes, state standards and technical terms. Laying of the inside sewage pipelines is foreseen closed with blocking up into construction structures under floors in a canal (a trench). Laying of the branch pipelines from the equipment is foreseen above floors with installation of facing and water insulation. bakuS38r.0a 4A ART ET IS EO NE Representative Design Calculations, Building WorksOO : a : * mea Pe ee ee AED RCE SNES CATE AETRENOENTHAS AR AM AIA I, Design Example Border Control Terminal7 TPYRT G PH AIET ON Pe? Caer. SLAHUR CAYXBA K OHTPOAR.4a PasHomepyo-pacnpegerennue uarpyztn (PPL) HA _1Me TOL Po) TUR ‘ _t1. MocmoauHag PPH Ha ln? moxpsmug (ya 3ganuax) € Hepa Fae} ae Hau MeHOBRHHE eng | ered Ae ad Krefaae — = 7 BAMMAMHBH CALL [PABLE 70 BUMYMHOK MacmMke — Zou 4? |43\F2 w 2 | EB Po Ga no eummiuame 16 Z| 792 3 | Siege eg SE COT 50 Ips | or 1 apse eeea pent eee a9 In| Meaa ie Tapougorgiid U3 OGHOTD CAC v4 tel ZF 6+) KIB aden TepeepisrHe geo 47 | 330 AMTOTO UZ Be 1-2. Toemoanhak PRY pa tu onpsugusa (ba vabecar) aomamus | boxg Pra Mt | HaunteHoBaHue race tarps ee erate | khefue |TF Keefe 1 | MpOpHAUPOBAPHY a HACIA 756 \tar\ 678 2 | (PY OUW = MPPKAMHHH LEB CAN EPOR 72 esl Ze CUPYMITYPHAMF KOMCLMPYLG Ut (Oplt A 3. | ines Sete OPE A ep 2s \rar) Ber) Weygac isi (02WOA Dead eaeoe 7% OL ORY GOEAHUC/ 00 BeMENUE, 30 | %2| 36 EB | Umere B26 pe ure te 1.2. Spemenmas PP ba tue ST OKPLMTUR CHrer . : . : Hop amesrag Al pys wa — FOC fn Pacvimwan pwarpyr hey SOnV= Zo ere fat 2.a 20,C50p warpygol. ta Haze ca_ (ita CMPLETYPD) BICEP warpyzoK no ocw 41" 4, ¥" PRR eee @ eee & PER oe 4 LS SiGe oon elev tet, 4 a se mo ws BE " * SE VE | LEXS _ —f _ 1S5XS Sw s z @ tot p yin j > Or Vocmean ag Cocpegomorvag az ka (CH): pirenre? 1B = (EE io 3, ¢ SAS S + (10.6022756).10(050-E ioe m5) Gases SEs BzKeH PEI BES) 4S = VR ur 2,3 pdf | Beenenuan GH Be 26 (BE dE LE = 169 or xy gek a Pes 90( 2 ans). n5 = BPI TE Bed Orepusre oe Lom Korcea.\ 4 CW. Mg = Opti = BP GS= 56 LA Mp, = Pp SFB NS DBE cH. Qx = O14 92> GO un: os = A tPs Se NFER ESO CMTocmoguuag CM 94-305 ¢ LE. 4 1eib- 24156) 0 HOS = BALLER BSUS 36H a Pe = Gl 425-5 = HB = Ute Bpeuwennae CH. La FORCS: 4 = CET OTK Pe nyo-Ris ye = Golo AVY ala CH. Onopusre Momed mat (0 h/t Mee Gs = BENS 2 EV EMM Mp = Pris = AP45 = ZEUuM-M. 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CHOTA = BeESy , Kayes BUCOTTQ Z =70Onm £=GO A— TA0aGS Tpucmompenusie YYRCTTK Ee. 70 0c” Alu oe” Wye 600, B2S-9-42.40( 25145) = HIB PTY Yun. 70 ecu B" Wr = 60.0825 N40 dea = 624 er = 6,2 ev To 00 y fu nh" by OB2S+* 40-12. 40-(E5 p76) — 60 825+ 40-1,2. 40 CB et 5j2798urx Yous Wy = 60°YB2S-7V-1,2. 016, 5 = EVES EVE. 2% Ceop ceucmuyeccag Kar =e HOP IZ CQ FacvewspC€ ceaenut¢eliwe parpyzsied Cl Cher 7-2-37%] Ste shy hy Qe AB Ke Bethe UZ - GOROASNLITCALHMET KODA BUG EMIT 170 CEUCMULY 225 L0PpSPUBWVEHM A, VYW TI BAC MM GONYCERE MME [OB pex gent GUAM Le COLCLSH CHM HT} Kz240 Lor PPE gHOWl?, V¥b/ ITH PRKOL Wyte KOH EIT PYE~ TUBE peweHR ZGAHH wv CoORwey uty, A=O,Y (GAR CCHCUUY HOCTIb Lease ) —~ Koa pu LUCHA V¥elM Blweugit lp) FUAVE Hie PAA EY g yeK“eopenHts Spying 8 LOMR® yeeo wamecmu B KEK OP Cig Certs] fp — LOPDpuUgueey TA G Weartie weocrw , Coombe — ombgrougulé t-my reo codemBeuyux bonedo~ HUT Z9AHUM Ie CO0PY Kea Jy=Zo CGR rpybin vameropitit)—> y= 10 — Loop puigecerent , yramubasciged gilecung mubuwe Cholemnta Konempye yu » Vip 240 — LORD PUL EMIT, gapucRiyud, 0 Boprest GepopMagiun BYIHCA wan COCPYNCeHUR ” PY Cro copentBentis/x LONCEAHUHY NO o-my r10Hy UOT MeCMA PACHONOWEHCH HATPYSEH; Qe — Bee ZgaHuR wat coopyebltg OTACCCHHEIL Lovie Kk Onpegernemsi CYYemoM pacyesm— Hex warpyzoe Ha LOrCTTPYEu LY, (eon ace Cae Q, = (B02 AY3 VA GVO) LIA (GO 24G TS 4 BPYE ABY7O) 0,5 = 105,484 VA3BS=7VE6 PBK S = O25: 10:16, 83+ OY 20-10: 40-4 2= BLUM. BRO 04 Bl De LYS TOY LE) IP (33:04, V3 0) OS = = 1247459 = 796,744 Sp = YENI TIGR, AV. 2, 10:10: 42> TRL LK, oe Pa = (BO BEY EPL VMI) GEO 1LS 31 IA-BV 4 S) 9x = FY LS+ BG0F = 70,3 KA Sy = GLE+4O- 70% B- QV-EZ0:40 40M 2= LEILA, Do ete 2" 43” Dee [90.02 MV AAI GIVER IDES = = 700,08 4148 = THR PPV Sy = GLE 40) TVG IR DV BO HALOGCZBE eye a= 3.0 PacyertHag exene (1 A8EC ) G a a 4 5 ~s “ em 4 Soa ~ <_< 4 ee a Y s o. « « = m ms | Zz at, ays aje]e xo a ° G wv sit | = She Be Ne SG /ee Be Be xz dhl ale yo a! —<— \ x S| \ as - % : 3 s = ¥ a a variable soe 7 winds 00“1G pRGOLL Bete + 13.22.96 Times 32.27 Pages 22 G-PROG Software system Job: baku Ferzy Terminal File: cusco RESULTS for ioadcase No = combi SECTIONAL FoRcES SIGH CONVENTION: Local x-axis Se oriented trom start node cowards end node. Local y-axis forns angle beta with the plane containing local wraxis and global Y-axis. Local -axie se defined by the righthand rule. Positive axial force exestes tension. Positive shear force i oriented as local y- and 2-axes respectively in the start joint and ‘opposite in the end joinc. Positive torsion acts in positive x direct, in the start node, opposite in the end node. Positive moment creates Eension in the underside, i.e, at negative local y resp, z direction, Elem golne /~ Moments (kin) ==-/ Fores (xt) No. Ko Px Py wy Me Bee zeae] odes] m7 030 7 2 34 mee asa 02 0 ier 3% ea 0.2 36.5 215 teas 2 se wo 87g 0.2 ans 46 ag ans 02 7 7 ee ae 02-304 sou “3.6 a3 0.2 a us ems) “0.2 13.0 eo 3.7 ana colo 3 13.78 oa 28.5 yo ase ea oo | 170 828 cans ean. oe 39.2 2 sans aa. essa Ge eas east cal oe tas 300-282. 00 28.7 woo30 a8 ans oo 28.7 Bt 8828.8 oa 52.6 2 mo | a won oo | 32.2 pow 04 ae 343 rem ta ou 0200 473 “6 02-366 ae 46 03 18.0 won 0.4 0.7 2 oe aaa 2 otoee ids)— 20 — pawoott Pate 6 29.22.96 Times 12.27 Page; 12 G-PROG Software Syaten Job | Baku Party Terminal — File: cusco 2 e233 a0 | 8 2 16 0.0 po on ar 2 oo | 3.2 (ito otal este) nov 0a Stogacts oo | 0s ke Ps soa 3.300 oa or ate esta ae on so on 0-8 (80 26 To aoe oh oe bo aaa w% 2-04 33 on ofaieee (oto erat 2 to oe 08 25.4 aon ea eta ora oo 0038s 2 oa 13 on ingest tote east m2 200-33 oo 00 ae 23 1020-8 v0 8.2 3 oo at pio eestor tise 20 (rote sist eo oe Os 28.8 ao 74 son 333 a oo 00 a8. an so. 15.8 ot oa 0s 28.2 Bie ee otee see eos oe 90k 2 ose Od feo sea ate 326 pipe otse eects oe 00a » oo ss Ot oo e253, non Poa ste ator oo =a 28.8 ™ 0.4 33 oa oe 0.0 aa 2 031s oa oo sak as oa Be ry oo 00 ues Bey a cer) eeesteeee eo oe as 28.2 202 32 0a pe 8.0 a 3% 30 65 oe oo 0st 2 0.8 2a on tog to easel yon sor 88-0 00 8825.2 oe 32 soa 8a 0 foots asta) wom oe 18-8. oo oe 88.4 “0 oo 83 od Si 0b “oo “04 330 0a 0 2 os et on 6.0 | -05 oe ao» ers oa 9.0 18D 4 po 80 Od oo 08 00 “oe soa 23 On 0 a8. a8 oa on oo 03k 6 oe Ba soa oa 00 asa © 0.0 89-0 oe 08-08 ys er oa oo dane Boy 67 at oo 078.7 42 508 2k oe 38.8 we o3 4eS oa 0.2 oe oe 876 et o6 o2 rn ere) soos aes oe pz 00 oh cid so -s0s 7280 ray tous)G-PROO Software System se 5 6 2220.0 0.0 ole rate oats) ee tote oe 7-86 se ieee renee ois) atcTon ae ofa 2 see ass 0.0 Fe eens ets 0's oo aes es? 0.0 no 48.7 93-02 o.8 2 426 es -0a oo a as.7 eters oo etrons [eves Force (en) J fone Moment Kain edie dir, aK eotBeauaa's) 04 s1a.2 50.5 04 8 4S oe eon) oe 12 508 oo Be ae et oo 2 ne 00 0.0 ss sua 02-04 378. page ced “3s 26 rf “0.4 RESULTS for toadease No, 9: combi TIONAL FORCES eb 13.12.36 Baka Perry Terminal ne —-2Z/— (ote) ad. 36 s 38 De ae a8 32 1 SIGN CONVENTION: Local x-axis ie oriented from start node towards end nade ‘Local y-axis forms angle beta with the plave containing locel x-axis and global Y-axis, Local -anie is defined by ehe righthand Tule, fositive axial force creates tension. Positive shear force is oriented as loce! y- and e-axee reepectively in the start joint and oppeaice in the end Seine sn the start rode, opposite in the end node Bien goine 1 15 “5 as “4 16 ‘ Positive toraion acts in positive x direct at negative Local y resp. z a 78 26 7PROG Software System 2s 2 2s 2 a 30 2 2 3 2 2 26 20 28 2 38 Py as a9. sob Baku Ferry Tereinal — 22— Page: rile, 20 28 2 38. ” 20 2- Z3- axeou, Date : 13.12.96 Tine: 22.27 Page: as (PROG Safeware Systen Job + Baku Ferry Terminal — File, cusco 6 02st oe 00 ate 3630 00 6 2 ot 3 oo 52 0 eka won 02 20.2 9.0 8.0 = 00 wa. 33 0.0 5.0 oo (otoga ote ert ob 0.2 2420.0 res «o 020 82 oe 80 = oo ane “oom 0.52 ao 00 aoe aos 0.0 50 Oo to ecto areata e 80 ee oo 8.0 oo 0.0 ao 0.3 sa a9 0 © 00a a 02323 00 ena oon oo 52 oe oo = 00 aa. “ 8.0 86-38 oe 0.0 lo 0.0 2 0.2 5.2 00 Dats 39 0.0 5.0 ko Bo 8 aa “6 0 eet 0 lo 0.9 o fotsee esse eae ova oo ae 1 sso 2.0 06 ae Bone ogra) sa 422 0s es 1-622 hs oa tear 63 3 8. os os TOI ess ae ate coe ty Be 03 oo 7-87 Bee Sree oo sane oie ieee arts) 35 Oo 00 00 oa eerste iat) 90 oo eae. 526-2302 26 00 oc 09 88 ease asta ease ce oa = 00 tea 57 saa9.3 ere ta 00 le Bas 0? oe 20 le 8 90.2 62 oe Crome ect cane Gp oo = oaks sss as eck ret 2.0 sya ees 10 sk 20 ok ss no 02 ale espe ses ceo tose sae i) 7 eae 33-32 oo 2 aka REACTIONS Node fo Fores thi + Moment (kta) ab. =f Bo esr, regi. edie, denis tenis dene 2 13 ae ae oe 00 ote 2 ieee ever est) tera saa— 2 Dete :13.22,96 Time, 12,27 Page: a6 Deke Perry Terminal File: cusco . “6.2 0.0 iro eer) eaeta ee ° Le 83-07 oe 2 10 2.0 pod eee cores oats n “10 02-06 pone te 2 33 pita) eee oleae cist ifs RESULTS for tosdcase No, 10: combis SECTIONAL Forces SEGH CONVENTION: Locel x-axis is oriented trom start node tovards end ode. Local y-axis forns angle beta with the plane containing lecal Y-axis ond global Y-axis. vocal z-axis is defined by che righthand Fule, Positive axtel force creates tension. Positive shear force ie grsented ap iocal y- and z-axee respectively in the stare joint and jepposite in the end joint. Positive torsion acte in poritive » direct. af the start node, opposite in the end node. Positive moment creates ension in che underside, i.e. at negative local y resp. + discction Flex Joint /---- Forces tht) --= atm) « egies 20.8 20 26 a2 15.2 a oe 16.2 as 2 aed a2 a 28 se aas.a son 29 18.2 ok “23.0 18 23a 217 eu 23 ee. 6.1 aoa 32 ime -16.0 2 32 we 25.6 oo 26 6-8 a6 ao 30 oe 7 ° 28 Bt Bree este a6 non 2200 2p 36.5 2 32 a7 1 35.6 BoM 32 ee 35.6 2 3200 sana a -16.0 Boo sus Te “43 Hoe soe 228 aut a ote) cea) 21.6 oa rs 15.3 45 oo nao 20.5 46 “2 ks 20.8oe RaMBOLL Deve 13.12.96 Time: 32.27 Page: a7 G-PROG Software system Jo: Baku Ferry Terminal Paley euseo 26 otcgeet orto otal 08 60 ona o« 00 ee oe Sloe ote ats Boar aea he soa 0 se 2% a7 oe kd oo 00 aaa 2 tee ne soe Olen cee ee es 2-86 aes coe oo nats, % 2 66 oe oe 80 on at, Pi ee cates eeaale eet ofa eta ate iste) aoa 120 31 ae eo onan 2 02 4154 06 00 8623 nate 22 a7 toe ke 9.0 = 80a 2% at anew oo 444s 2 2 rs er 20 86 ete. do 0.20455 00 0.0 00 wana poze waz? toe we ee 00 aaa a Say eee ears ta ee tise te 2 20.20 18 cee otopeeet santa 322 ease oa an ans 33 ee cate oo seals. oe oo see fog orto ea2%C| eas 73 oo oo aos. ae 4204 ro tol erty 3630 oo 15.5 oo 0.0 80 za woo ata 19 0.3 ion eee steeeer ot 382 0 is 0.6 00 8622 ane 38 Do Ba soe eo eae 33 nee eo son eet eee ee ieleeet sts teeter oe a 16 16.0 oe e017 5.6 aos 00 aa oe ieee ete arnt 3 easter oo 8 an oon 0.8 32 oe oo 8 keke “ ofc eu eer ct) Pen cto eee ce na 49-03 oo ag 6 nl 46s 0.3 80 sans 88 oe aa 26 Pi eee o 86 16.0 coe Pee ct) 2 08 a2 -85 20 ane ot ant 2-88 00-364 1a “oa eae toes 00 one aec-pacd Software system node Xe ResouTs 5s 88 . 2 B * ry ° s+ crrons feo Keair: Ls 0.6 0.2 16 Stax CON node, toe yas 3. ian) for loadcase Ho. 0D yeaxse ang global Y-axis Griented as local y- and z-axes respec: positive ania) force cveates tension on 13.22.96 3 220.3 “8 “38 xeaxis oe combs yeaxie forme angle beta with che pl Moment (hts) a page: 18 28 1s 29 “3.9 12 bed 1s Le srIoN: Local x-axis is oriented from start node towards end containing lecad tecat z-axis is defined by the righthand- positive shear force is, ely in the score Joint and Positive torsion acts in positive x direct Py ae negative local y resp. = di ceed ft ty rsmy =oRanBoLt, -PROG Sofcware System ap.iz.se Tine: 12.27 Pages 29 ako Ferry Terminal Filey cusco a ws 180-02 oo 04-288 a 2.2 188 2.0 oo on 38d sas 230 -1ne 08D n 230 -1a 0.0 0-0 22.7 sou orci ca catona 0a oo 0338.8 a a wa 08 oo | 02338 1» ages eee ing eet) erate aon “49 260 20.3 oo 0 2k 2 tae alate 209 oo 0485.3 eke a8 oo | 0k 55.3 29 Oeste ts oo 888 9 va 9 0.0 ey 3028 0.0 oo oa St wo #028 oo 6d en 0 sng OB non 9 38.702 oo 0k 8B 32 v9 7 ton encore ean aa eee st 0.2 oo 0k 85.3 » 43-3600 02 0 ok 2 Boe tee eased 0 pio eet eee e 27 ees oo | 0.2287 a 26-22 po 83388 “ Boteg are 0.0 ifagee sot ae) wo ae B90 oo | 0126.2 cee rete ero eet ttoro eo on 720.3 os waa 16.0 OD aioe otspe ait) “6 2a 0k oo 02 8d woe 22 ea oo | 02S ° 22 ana On oe oa 19.2 wv 290 ah oe 0s 20 ite) eae cca bt ios eave cat 20M 08 0 oo | 04 0.0 2 a oo On oe 0028 nos eta oo | a2 2 cs es oa oo = 02 226 io een aso oe oa ae 0.0 2 oe 820.0 op 80 22 2 9 re ioe toto zed “ou oe 0 ta oo | ae 0.0 2 as 90 wn Oa pieerceee ace) 2288S on ato voter aa ps8 oa 3-3 on v.90 oe 0 RB 2 0 | -m.e on ios eee m2 3.9 os oa oe ao ake 2s as 288 3a oa 3243.0 30 on. 28.2 0.8 oo 88 um ec oe irons cuore eeetees St 38 354 be oa | 0.2 48.0 no be | 58 Od oo 00 keoo awaoun, pate : 19.22.96 Tine: 12.27 Page: 20 G-PROO Software System gob: Baku Ferry Terminal Pile: cusea a o1.6 oa 00 © oa Moe oo oa rn ee) as 0.0 oa ovo ero) oat as 29 2.0 oa oo | 0236.8 3630 oa 0.8 0 8838.6 ” oe oe 00 00 ake so ona a8 00 0236-8 38 ona 0.0 oo es 22 oe soa eogege tots ea) 39 2.0 <0 0 tak 2 oD oe soa po | ok 8.3 « oe 20a 00 tos so 16 on oo = 00 a8 a sL6 on nfoeeae (ose est) a3 0.0 o oc = 0.022 2 oo oa oc oe 0.0 a6 “20 on oc 0.0 ass ° “2.0 oa oa 02 ane aon 00 oo oe 0022 “ 0.0 0.0 oo 0.00.0 6 2a oa oo 0.272 so 08 0.3 oo 00 aa 40 6 0.2 eto ote as) Bb ‘ “13 0 a tt a0 086 13 oo | ba aa ae aa io eee » . 12 oo 83 ae 2-28 a9 0.0 s ss 23.1 as 0.0 a ss 5 ane o.0 4 0 -7.e a8 oo 3 seo $1.8 17 oa 2 REACTIONS Node Force i) = Moment (itn) 2B. —-/ a 2a 49.7 1a 0.0 62— 29 pawson, pace | 22.32,96 Timer 22.27 Pages 22 G-PRoG Software System Geb | Baku Perey Terminal File: cusco a o7 ee BD a ee 12-80 5 es apt neh RD 7 bs 139.726 6.20 2.3 « 490 ea 3s 88 no aaa 5 BO Gp 6308-8 20 <7 mens 67 DD a rota estat et eat totes or 2 re 6.25-0. Logsop COYEHUR BAEMEHMOR Habe, El Pocvem ganey 4A Banky no ocy 2B Umax=62, 1104.4 Tpebyenbin nomen in Conpom Brena Ceveuug Datu no popmyne ¢ uzecrany Mapet Ber sere ) A rane So: E210 0. “G Ry ve ~ i 230/09 Ti oe + £P0en2 C40, kyz 23000 > it of fe 0 Copmanerumzy UPUAI GL Okt Bumye abe A ACP W220, UMeeLbide Wry = 2, 162 = 50 en = (61) BAR Eatke Kno pe. ,plu BY Movwe=~42, Wf pene leone . a coun 40 23a toa), TES Bag t TT PURA MA on 2YmnyK WBEASEp 220 Wy > FOV ud ey GYR Barsky 0 eed 4,7) ee” By 4 NE Bye Mma = =~ VS v4. i aes ea Kileo 70° 30/ne) go> 793, Seu. ® UTpettieta eet LwTY MW BeALepAle Qy Cov Wm BO Fou s2.2 fac LOT COM Of tp GAR wotowwe ff 896M» MANE py Tpel¢eciyro nuvepege covenu? onpepet$e xt “3 POpieguit Ade LL Bee Cntigennpeo Couaniwry Ptashne tha GMORu gees ff COCK OC, §pelembir Motu d | ° ae Wet” £2230 In Aid Hanon penug Vlopplyueuma fp epee ba— fee Ho ManOgudt BHA HER. ee Mo hE 2 ea He Fae =O SH a= Figen pep bapiet egtte oe venug wacom? spilt Tip PLYSKE | fa Uf iim® b= Heer. C265 (pavrayecead ). . 1 bee Nhe GROS=YSOm, 2: ae. Pye, Ylwo€yag TUBLOEME Cmeprnr Ae =a. = (e3g7 ep = Awe: Vig” FFP Y oe”. 39 goby e 48 E2206. 100 Da a OM O CU AS Abs DHE Cte nm pectcentlhiey e 526 2h. m= SG - 7 D Bs 4, f ER ee mae Wa. TABAUG Hirepun, V247I pubegenpseved DH tO Ct MAP LEHRER BUCY Com pune ~ mewn Met GAA IG = 1, 9 Ae = 8 Mey D109 ys 7a GUY Bag peg pe BI E20 WOT 6 pg — OURO Ee bray Pag WeCuIe HAnLrmecne £ Corcestuy, oo K _ BF ben 88 OMBG Ge EVES Hfaura x UYYMMa < Ry = 23047 a. aG0 PacvemHar Cxeta pepma CY bapuanin) if tae tS ye IS ISAS. nS Cuxtons | police bucl. Yip-—B7— LOCH Amu vee LalVémr pepma. ee~36 — ob: Baku Ferry Termine Type of structure PLANE STRUCTIRE Data file: cuscrr Vaderatit: cues tarmice COORDINATES for 26 node points No.point X-coordinate Y-coordinate Fixed against deflect. in: Yo. . = Kate. Yedix, 2 2.500 0.00 80 x 3 3.000 0.000 5 6-000 0.000 8 20.500 0.000 9 32.000 0.000 32 16.500 e000 oy x M 0.000 0.600 x 3.000 0.300 20 9.000 1.500 21 30.500 2.380 23131500 2.050 2 as 000 0.500 26 16.000 9.600 ELEMENT DATA for 49 elenents Elen, From node To node Blast. medvlue Area Ne, Nine = 2 2 ©) axeo0e. 0.003000 5 5 5 210000. 9.003000 « é 7 230000 0.003000 . ‘ , 210000. 0.003000 Page: Fue. uaa,pweon, -PROG Software system a M 28 a 2 2s 2 2 2 36 Pr a ° “6 n 2 » 2 2 26 25 x 10 a 2 2s as 6 2% 220000, 210000 220000 2i0000 210000. 220000, 210000. 210000. 210000 210000. 220000. 21000. 210000 210000. 210000. 210000. 210000. 230000 —3h- 26.12.96 Tine: 35.43 Baku Perry Terminal 9.003000 2.203000 0.003009 0.003000 0.003000 0.003000 0.003000 0003000 0.003000 9.003000 9.002000 0.003000 0.003000 0.002000 0.002000 0.002000 6.002000 2.003000, 0.003000 0.003000 0.003000 0.002000 0.003000 0.003000 age: cvsgt—33— parwou Date + 16.12.96 Tine: 15.43 Pages 3 (G-PROG Software systen Job + Baku Ferry Terminal File: cuss LOADCASE So. 1 deadegen Dead load, specstic density: 78.50 kN/nd Direction: ~ LOADCASE Wo, 2 deadioad NoDeROINT Loans Nodepoint Load type Dixece. Intensity No. (aN, ee, rad/1000) 34 Point lead “3.60 26 Point toa 3.60 15 Point load ¥ -440 Ae point toad “440 37 point toad 440 38 Point load 2449 39 Point load oy 440 20 Fein toad 40 2: point toad s440 22 Point lossy 449 23 Point lod 40 24 point tod “440 25 point toad oy “440 LOADCASE No. 3 variable Nodeposnt Lond type Direct. tneensity eo eh, xad/0005 ae Poin toad “1.70 26 Point load -.70 25 Point load 3.40 35 Point load oy 3.49 26 Point load saa 27 Pesnt load ¥ 240 18 Point toad x 240 21 Point load ¥ s340 22 Point toad sao 23 poinc toad 240 LOADCASE No, 4 tacth NooerOINT LoRDs-39— peau, Date | 36.12.56 Tine: 15.43 pages G-PROG Software System Job Baku Ferry Terminal File: cuagi Nodepoine Load type Direct. tncensicy 1. (hams, xad/ 1009) 1 Point toad x aaee LOADCASE Wo. 5 ving overoreT Lone Nodepoint Load type Direct. intensity to. (Nt, 84/2000) 1 Point toad x 5.40 LOADEASE Wo. 6 conbit Loadcase toad factor 1 deadegen 3.00 . 2 aesaioad 2.00 4 earch aoe LOADCASE wo. 7 compiz toadease Lead factor 1 Geadegen 2.00 2 deadlose 200 3 variable 100Si G-PROG Software system Job: Baku Ferry Terminal File: cusgi RESULTS for londease No, 6: commit SECTIONAL FoRcES SEGH COWVENTION: Local x-axis ie ortented trom start node towards end the global Z-axis Posicive axtal force creates tension. Positive shear force 1# oriented node. Local z-axis is oriented in same direct ion fs the local y-axis in the start Joint and opposite in the end jolne, Elem, Node Axial force shear force Ne. kw ka m4 -1-s50 2 ue 3.065(G-PROG Software System 2s 26 a Fry 2s » sob -Yf— 16.12.96 Tine: 15.43 Page: 6 Baku Ferry Terminal Pile: evssi 0.377 0.377(O-PROG Software System RESULTS for losdcase to, SECTIONAL FoRCcES 0b 3a Baku Ferry Terminal Pele: cussi 7: combiz ~¥2— 15.43 ages STGN CONVENTION: Local x-axis is oriented from start node tovards end Positive axial force creates tension. Positive shesr Local s-asie {2 oriented in same direction as the global Z-axie. ‘an the local y-axis in the start joint and opposite in the end Joint, a ode mary . Fy ‘ 3 « ‘ a “so ns -- 36.12.96 times 15.43 Boku Perry Terminal <0. 9.000 0.000 -o.377 0.000 0.000 0.177 0.000 9.060 Pie cusstexmout G-PROG Software system 0.075 - 4% Date + 36.12.96 Fine: 15.43 Pages Perty Terminal Pile 29.241GO Mog sop ceyeyute. Prem eH(I0B ep. 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OM BCCe PLCTTB Pa 0 yyemOnM come 4 tpylMR. 26-40- 2000-14, = 13£0t/n OO SP OAOKN Umoro —O99L fy = FOn Ofy, : DYHQANEHT Fo 20d yb PYG OM EH 00 OM 7 ropa Mee: _ ° Golmonuhok = SIAR G0 = BSIE W/y BfeM Etta Rk: FouGo = YOM YY om cobempeHHolt Blt CMmeisr OVS 2000+ GF 3,2 = BE63S Yu ym Bete poemBepia e& yremom CITE 4 gH Yb6:40: 2000-47 = (BLO MT ag. 0 ee moro — FCO [au ECT Cag | guy.” PYHG AMECH ITH (00 OCH Wf copemsen Hitt BECCA CHAEHY — B86 3xuT/y on om. Beth poempepiac yremou Cmey u ZPyHm; 1920 ie fay Umoro —VI 53 Wy Prey, dyngauenme no oty fr U,%" 8 OCA fa u sa’ 20 0C/ fe UR,” bocex lb" 4 3e” Yeournug om coro et We SH? | P25 3M» MET Sed C yrentou spementaa Harpy3ea [om mpan enepra) WV 25474 2 = NIM = TIP Te—o1— Lyn ga Meum 20 004 4” UD," Socar 129" 0 ot ho" U2," boeax et Oe” boca yet Weusur on congue ; M=FhLH ) B= -aouht; M=1%8 iehheng CO ytemou Spenedvas walpyzyice (om inpanenopma) 2940+ O70 wy x 1g 0lre HREMEH GY no bu bl yO” C ccan Zee Reet abe" nO” 6 vcay 267 Semz om Lenotss. 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Harpyyet. wa fm prombpeos p- 44 a h=Zou pacerroRbe@ nexpy COarmn he Zo rofy narpysek OF BB anus Z az 314 Y tp ze! bemrom ea. EEK Sp = 235. 705 wrofeme (Pacremsoe compomubAsewug Semova. Pacem mre orpemunt tenes sertmpiiy Ei =0,37.10 rtf? = BP /OF WO /oue ? beedoryn = WHPuHR CIEE. Mewenm unpepyug peemRépueé, = _60-S0% Ips Tz = G25: tant. 3, Bry. $927 7D 2 20,942 = 65,9 on N _ 40-40 Po “ag = PE Te/ Hag rparu Céad Po> fe hr Go. 284 & Garg ~727 Te/ny bp 20 Meg 105-222 20a : he 284 2=965Gm 6 See BF =t Vly— Oroprsie MoneHr7H Mon BALE «Bt 1 9( AY 72 72. > x=-8)3rm TpPorembne Madea ms) = _fo-@? _ _ ya 6592 ; = je = Se ra, Aobag, apmnainypa HA gropar. 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Qesemennoer * noMEWEHWA ~ MURATA Cor hseno CAWN AU -h-29, Eemeerth nner 4 Wc chBENWOE co E IE.” | RARER AEH u CHW) (1-95-20 drew T Teate ws Pod MM, HORM MtOWAUPoBAS “CIEN G TAR PORK A UWEBWE TOMEMYZENUM kote OC BEUVE ROY HA TRU TARTE MO RAcENOET KE DCSE OLW OF Mare MUMATR CU EbRON Boo me MK HERO Moh MO MAMORE THY La chien Gaile “De Lu Up eee OPCS SR hg af le DRA Nome MEnUn BEETHbIO A {SOM yo Loreaora DS A 0 MOM UHR RELCTHUIM AM1EM | AAA Tome mE BBoTHeIx GO ae © bendy dea AUBAHKA © Aaa KeCeobiix KaSKH Ww TEPRUTOPUUY Nom K4RECOM eT MA CCRT EHORTY ARUMATIE ReBKCG 200 WSO me Coo T RET OREE RHO AB. Guergy SUEWV EMEA ~ AKA BCE XK lomeWEMUL Munaro OBLYEE PebHoME RHEE CeREU/EHAE. Deiswesnnix no MEWEMWAR — NREL SCMOTRER, WUTERCEALHLIE POSEY LRA NOLEhOUEHUA MECTHOTO 0G: EM WA! 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