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April 2012
Final Thesis
Thesis Title Design of Berthing Structures
Design of 13th Cargo Berth
Report Title Design of 13th Cargo Berth for Kandla Port
Status Final Thesis
Date April 2012
Project name Analysis and Design of 13th Multipurpose Cargo Berth at
Kandla Port
Institute Maharashtra Institute of Technology, Pune
Reference M.E Civil (Structural Engineering) MIT, Pune
Certificate I
Acknowledgement II
Abstract IV
Nomenclature V
Notations VI
List of figures VII
List of Tables VIII
Contents
Page
1 INTRODUCTION 1
1.1 History of Port Growth and Maritime Industry 1
1.2 Indian Scenario for Maritime Industry. 1
1.3 Berthing Structures 2
2 PORT INFRASTRUCTURE 4
2.1 Berths, Quay walls, jetties and their functions. 4
2.2 Basic Design Terminology 6
2.3 Types of Terminals 9
2.4 Design Aspects 16
5 LOAD CALCULATIONS 34
5.1 Berthing Force 34
5.2 Mooring Force 37
5.3 Live Load 38
5.4 Current Load 38
5.5 Dead Load 39
5.6 Seismic Force 39
5.7 Earth Pressure Calculation 40
5.8 Dead Load of Landside Beam 41
5.9 Differential Water Pressure 41
11 DRAWINGS 90
11.1 General arrangement drawing 90
11.2 Layout and Cross-Section 90
11.3 Pile Details 90
11.4 Beam Details 90
The development of Indian ports may be divided into two phases. The
initial phase between 1870 and 1915 during which modern ports of
Madras, Calcutta and Bombay were initiated by the British and Goa by the
Portuguese. The second phase is after 1951 to meet the rapid growth in
traffic that increased from 1 million tonnes in 1950 to about 115MT in
1980,158MT in 1991-92,227MT in 1995 and 272MT in 1999-2000.Major
increases were recorded in crude oil, petroleum products, lubricants, ores,
coal, vegetable oils and container traffic. The following Table 1.2 shows
the traffic handled at various ports from the different maritime states of
India.
World shipping and the consequent demand for port facilities, whether
they are new or the expansions of existing facilities, can be considered a
function of the world population and its willingness and ability to
exchange goods. As the population increases so does the potential
demand for goods, and as a result, the number of ships to transport the
goods must increase, this increase in number of ships gives rise to
growth of port sector all over the world. Moreover the general industrial
expansion and the rapid growth in petroleum industry have made a
drastic change in the demand of the port infrastructure. Perhaps one can
say that no single commodity has influenced the growth of world shipping
and port facilities more than that of the petroleum industry.
Among all of the above, Berths, Quay Walls and jetties are one of the
most important structures that define the magnitude of requirements for
rest of the port infrastructure. A berth/jetty in not a structure which is
frequented by a common man. The term „Jetty‟ indicates a structure
which jets out. These structures are put up only in a port. The function of
a berth can be complete only in conjunction with other infrastructure of
port. In a broad sense, a Jetty/Berth is to facilitate handling cargo to/from
a ship. The handling operation depends very much on the type of cargo
and the mode of handling. Liquid cargo is handled through pipelines. The
operation involves connecting the hoses between manifolds on the
vessel and the Jetty and pumping the liquid in the desired direction. In
case of solid cargo as either bulk, bagged or containers, specialized
heavy rail/tyre mounted handling equipments are required. The function
of the jetty is to facilitate lift off-lift on (lo-lo) operations to/from ships. It
should also facilitate horizontal movement of cargo by other modes of
transport. Thus a Berth becomes a cargo handling entity only with the
attendant plant and equipment.
Displacement Tonnage:
Is the actual weight of the vessel, or the weight of water she displaces
when a float and may be either „loaded‟ or „light‟.
Displacement loaded, is the weight, in long tons, of the ship and its
contents when fully loaded with cargo, to the Plimsoll mark or load line.
Displacement, light, is the weight, in long tons, of the ship without cargo,
fuel and stores.
Mooring:
The mooring loads are the lateral loads induced in the mooring lines to
hold the ship along the berth against the forces of wind and current.
Dock:
Berth:
A facility where one vessel may be safely moored and load/unload cargo
or let passengers or vehicles embark or disembark.
Quay:
Wharf:
Pier or Jetty:
A structure projecting into the water. Often piers and jetties will have berths
on two sides and abut land over their full width. They may also be able to
accommodate one or more vessels at the end. Piers and Jetties may also be
more or less parallel to the shore and connected to land by a trestle and/or a
causeway.
Mooring Dolphins:
Dolphins are marine structures for mooring vessels. They are commonly
used in combination with piers and wharves to shorten the length of the
structures and are principal part of the fixed mooring berth type of
installation.
Breasting Dolphins:
They are larger dolphins, as they are designed to take the impact of the ship
when docking and to hold the ship against a broadside wind.
The typical island berth suitable for handling liquid bulk vessels is shown in
figure 2.2 (b) below.
There are as many types of terminals as there are ship types. The
detailed aspects of planning and design are treated per type of terminal.
The main types of terminals that can be distinguished are:
Multi-purpose Terminal
Ro/Ro Terminal
For ships with quarter and/or side ramps a marginal quay is suitable,
provided that there are no obstacles like bollards and rails. Ro/Ro terminals
show a great variety of landside layouts, depending on how much parking
space is needed for the trailers. Often this is very limited: trucks arrive
between 1 and 3 hrs before departure of the ship and continue their journey
immediately after disembarkation in the other port. When there is no long
term parking of trailers the surface area requirement is low and the terminal
can be located where-ever the space is available (possibly even at some
distance from the berth location). Such terminals are suitable for car exports,
Ferry terminals with vehicles, and heavy industrial equipment unloading by
rolling off on to shore.
Whether for oil, chemicals or liquid gas these terminals all have one thing in
common: the ships are (un) loaded via a central manifold midships and there
is no need for heavy cranes moving alongside. This implies that the shore-
side facilities can be concentrated on a limited surface area, often a kind of
platform may be located near shore or at some distance from coastline,
connected by a trestle or isolated as a so-called island berth.
The dry bulk terminals are often designed and built for one specific type of
cargo, be it iron ore, coal or grain. In view of the different transport processes
needed for loading and unloading, there is a clear difference between the
export terminal and the import terminal for the same commodity in most
Fruit Terminal
As fishing ports may vary from a simple beach landing to a full fledged
harbour, the facilities also show a large variation. The minimum requirement
is a refrigerated shed for storage of the catch. When the fleet and size of
fishing vessels grows the harbour is usually equipped with a whole range of
facilities, comprising quays, fish processing and marketing buildings, and
areas for supply of the vessels, berthing while in port and ship repair.
The lay-out of barge terminals depend on the type of cargo handled. This
may vary from multipurpose / containers to bulk cargo and the characteristics
are similar to those of the seaport terminals. Transport of containers by
barge is rapidly increasing and so the need of the terminals.
While the Ro/Ro terminal is primarily built for cargo transport, the passenger
ferry and cruise terminal is focussed on the quick and safe movement of
passengers. Passenger ferries and cruise terminals require a terminal
building like a railway station, with ticket counters, waiting lounges, rest
rooms, shops and restaurants. Between this building and the berthed vessel
the passengers must be able to embark and disembark in a smooth and safe
manner. For ferries this is normally achieved by bridges with sufficient
capacity to minimise the time spent at the berth. In case of cruise ship the
time factor does not play an important role, but care is taken that passengers
are transferred safely between the ship and the terminal building.
Crane details like Type of Crane, Crane guage, no of wheels per corner,
wheel loads, c/c distance between wheels and c/c to distance between
corner legs.
Desired Uniformly distributed load on deck as per operational criteria.
Seismic zone and loading computations.
Environmental loads like wind, current and waves, differential water
pressure etc.
Type and size of vessel for considering berthing and mooring load
Concentrated loads arising due to vehicular loads on deck.
Super imposed dead loads arising due to fixed conveyor pedestals.
Material used for construction suitable according to local availability and
economy.
All of the above factors have a large impact on to the design of berth
structure. These will be covered more in detail under the design criteria in
subsequent chapters.
The Kandla Port Trust, 13th Cargo Berth site is located in the Gulf of
Kutch. The size of the proposed Berth is 300m x 55m.The structural system
consists of 8 rows of RCC bored cast-in-situ piles at 7.0 m spacing in
longitudinal direction and 6.5m, 7m, 7.5m (varying) in transverse direction.
There are four modules of 75m in length with 4 expansion joints. Row A and
Row D are of 1400mm diameter and remaining rows are of 1300mm
diameter. Refer General Arrangement drawing from chapter 11.
The deck system consists of Main beams, Crane beams, and Longitudinal
beams with a deck slab. The beam and slab elements are designed as a
combination of precast and cast-in-situ portions. The overall dimensions of
the elements are given below.
3.3.2 Wave
The site is located inside the creek and is well protected from open sea
waves. For the design purpose extreme wave height is considered for the
berth no.13.The design wave height H =1.5m with period of T = 7s is used in
design.
Design current velocity of 2.0 m/s is considered for the berth design on the
conservative side.
3.3.4 Wind
Where,
Vz = Design wind speed at any height z in m/s
K1 = Probability factor (risk co-efficient)
K2 = Terrain, Height and Structure Size factor
K3 = Topography Factor
3.4.1 Cement
3.6 Levels
It was required to find out the fixity depth of piles in order to model the
structure on the software so that appropriate boundary condition may be
applied at the end of pile. Hence following procedure was followed as per IS
2911-1979.
Estimate the value of constant of modulus of horizontal subgrade reaction K
of soil from table given below.
By experience it was known that the piles were fixed in stiff clay layer at
Kandla as per Geotechnical data report, C = 150 KPa.
Hence, C = qu/2
L/d = 4.5
Beams - 50mm
Slab - 40mm
3.10 Service and Utilities
Design of the marine piles shall be carried out in accordance with the
recommendations presented in IS 2911 (Part I/Sec 2) - 1979. The minimum
Factor of Safety against axial loads shall be 2.5.
The analysis shall be carried out using 3D modelling in STAAD Pro software.
The structure is considered as a 3D space frame and the different loads are
applied as per the guidelines of IS codes. The critical load case has been
considered for the design. The design has been carried to satisfy the Limit
state of Collapse and Limit state of serviceability conditions.
The principle loads considered for the design of the various components of
the berth are:
1. Dead Load of the Structure.
2. Live Load (5T/sq.m) on the Deck.
3. Rail Mounted Unloader. (Crane Load)
4. IRC Class A/70R loadings to account for Heavy duty Cargo Handling
Equipment including movement of loaded dumpers.
5. Earthquake Loads.
6. Wind Loads.
7. Berthing Loads.
8. Mooring Loads.
9. Wave and Water Current Loads.
10. Passive and Active Pressure where ever applicable.
11. Surcharge Load of 5 T/sq.m. On backfill behind Berth.
12. Differential Water Pressure (If Applicable).
13.
The values of the intensities of the above loads that have been considered in
the design are detailed in the following sections.
The dead loads will be calculated by staad engine with following density
Vertical live loads due to stored and stacked material such as general
cargo, bulk cargo containers and loads from vehicular traffic of all kinds
including trucks, trailers, railways cranes, containers handling equipment and
construction plant, constitute vertical live loads. As per IS-4651 (3) 1974,
table 1, pg no 5, the heavy cargo berth shall be designed for uniform vertical
The Berth No.13 is also designed for Grab unloader Rail Mounted Crane.
The associated loadings are given below. The source data is also attached
for reference.
The wheel loads have been considered using moving load command and
critical B.M and shear force obtained for crane load case. Such forces arising
out of moving load are then algebraically added to the static forces to derive
the total force in various members.
Where,
WD v 2
E= C m C e C s
2g
Where,
2D
Cm 1
B
Where,
D 2 Lw
Cm 1 4
WD
Where
D = draught of the vessel in m,
L = length of the vessel in m,
W = unit weight of sea water (1.03 tonnes/m2)
FORCE DUE TO WIND - The maximum mooring loads are due to the wind
forces on exposed area on the broad side of the ship in light condition:
F = Cw x Aw x P
Where,
F = force due to wind in Kg.
Cw = shape factor = 1.3 to 1.6
Aw = windage area in m2
P = wind pressure in Kg/m2 to be taken in accordance with IS: 875-1964.
Where,
LP = length between perpendicular in m,
DM = mould depth in m, and
DL = average light draft in m.
This type of force is applicable only if the berth has a retaining wall at the
landside and it retains the earth. Thus active earth pressure can be defined
as, if the wall moves sufficiently away from the backfill by translator motion or
rotation about the base or their combination, lateral pressure of the backfill is
reduced and is termed as Active earth pressure. The movements are small.
DT/DWT = 1.25
DT or W D = 75,000 x 1.25
DT or WD = 93,750 T
WD v 2
Berthing Energy of the vessel, E = C m C e C s
2g
Where,
2D
Cm 1
B
OR
If length is much greater than beam or draught of the vessel,
D 2 Lw
Cm 1 4
WD
Cm = 1.40
WD v 2
Berthing Energy of the vessel E =
C m C e C s
2g
E = 78.3 T-m
Due to wind:
DM = 18.4 m (As per IS: 4651 (3), Appendix A, pg. 15), and
DL = 10.0 m (As per KPT)
LP = 0.95*length of the vessel
= 0.95*255 = 242 m
Fc = (1.03*2.02/2*9.81) x (38*13.5)
= 107.72 T
The stacking load as per IS: 4651, is taken as 5T/m 2 acting on the deck slab
arising due to cargo loading and unloading time.
K = shape factor
Fc = (0.66*10.3*22) / (2*9.81)
Fc = 1.4 KN/m2
Ah = (Z * I * Sa) / (2 * R * g)
Ahx = 0.063
Ahz = 0.081
We consider that the filling material may be layer of pieces of rock or stones
above the murrum filling after it are consolidated. Thus the angle of internal
friction is taken accordingly.
ϕ = 300
+9.14 „A‟
+8.40 „B‟
At point
A Ka x q = 0.33 x 50 = 16.5 KN/m2
Also for good drainage condition G.W is assumed 0.3 above MLW
+9.14m
W (Density of sea water) = 10.3 KN/m3
W x h = 10.3 * 1.4
= 14.42 KN/m2
Assumed GW (+1.6m)
Bed Lvl (+2.0m)
P1 = (0.5 * 14.42 *1.4)
= 10.09 KN/m
Y1
Y1 = 1.4*2/3
= 0.93 m (from top) P1
For carrying out the analysis of 3D structure many software‟s are available in
the market and out of all the software‟s available it has been observed that
STAAD.Pro is the generalized software providing the facilities needed to
analyse the berth structure. This software seems to be versatile among all
the available hence it has been adopted for analysis.
Very simple geometry creation methods available such as forming the frame
with nodes and carrying out the translational repeat in desired direction.
Assigning the member properties to all the members at a time as well as
differently.
Very simple way of editing the properties of members, geometry or load
values from the editor file.
It is possible to view the model from any angle and in any plane.
Addition of nodes, members is made very easy.
Display of section at desired point and in any required plane.
Finite element meshing also is possible in STAAD Pro.
The fixity depth and deck top co-ordinates (x, y, z) of various one pile from
each row has been established and inputted.
All the nodes have been connected appropriately by the “Add Beam”
command to form the frame in XY Plane.
Dynamic analysis was performed for the berth structure with load
combinations prescribed in IS 4651:1989, and fundamental time period of
the structure was evaluated by STAAD Pro. The Time period in X & Z
direction is provided below with mass participation factors in different modes.
Tx = 1.90 seconds
Tz = 1.50 seconds
Pile Row Dia Unsup Eff Axial Bending Moment due Total Pu/fckD2 Mu/fckD3 p/fck % Steel
Of ported Length Load Moment to Moment(Mu) (p), Reqd
Pile length slenderness
A 1.4 28.86 34.63 6180 4748 2647.19 7395.19 0.0788 0.067376 0.046 1.84
B 1.3 26.25 31.50 3830 3773 1461.66 5234.66 0.0567 0.059566 0.04 1.6
C 1.3 24.08 28.90 4050 3990 1300.64 5290.64 0.0599 0.060203 0.038 1.52
D 1.4 22.23 26.68
E 1.3 19.28 23.14 5570 4630 1146.72 5776.72 0.0824 0.0657342 0.032 1.28
F 1.3 16.78 20.14 5560 5020 867.06 5887.06 0.0822 0.0669897 0.032 1.28
G 1.3 14.26 17.11 4720 6780 531.58 7311.58 0.0698 0.0831996 0.05 2
H 1.3 11.78 14.14 4150 11400 0.00 11400.00 0.0614 0.1297223 0.116 4.64
Dia of No Of No Of of
Dia of 2 3 % Steel % Steel
Group Rows Pu/fckD Mu/fckD p/fck Main Bars Bars
Pile Reqd Provided
Bars Required Provided
GROUP 4 D 1000
Pt(support),required 0.4708
Pt(mid span),required 0.409970312
Ast(mid span),required= 7994.421083
Bottom Steel
Width of Beam(b): 1300 mm
Depth of Beam(D): 1500 mm
% Steel Provided: 0.410
Limiting % Steel: 1.586
Main Steel Diameter: 36 mm
No of Bottom Bars: 8 Nos
Top Steel
Dia of Bars: 36 mm
No of Bars: 10 Nos
% Steel Provided: 0.4708
Limiting % Steel: 1.5856
Stirrups
Diameter of Stirrups: 12 mm
Spacing of Stirrups: 171 mm 4 Legged Stirrrups
Pt(support),required 0.6580
Pt(mid span),required 0.424281675
Ast(mid span),required= 8273.492663
Bottom Steel
Width of Beam(b): 1300 mm
Depth of Beam(D): 1500 mm
% Steel Provided: 0.424
Limiting % Steel: 1.586
Main Steel Diameter: 36 mm
No of Bottom Bars: 9 Nos
Top Steel
Dia of Bars: 36 mm
No of Bars: 13 Nos
% Steel Provided: 0.658
Limiting % Steel: 1.5856
Stirrups
Diameter of Stirrups: 12 mm
Spacing of Stirrups: 76 mm 4 Legged Stirrru
Pt(support),required 0.6975
Pt(mid span),required 0.356141748
Ast(mid span),required= 8333.716913
Bottom Steel
Width of Beam(b): 1300 mm
Depth of Beam(D): 1800 mm
% Steel Provided: 0.356
Limiting % Steel: 1.586
Main Steel Diameter: 36 mm
No of Bottom Bars: 9 Nos
Top Steel
Dia of Bars: 36 mm
No of Bars: 17 Nos
% Steel Provided: 0.6975
Limiting % Steel: 1.5856
Stirrups
Diameter of Stirrups: 10 mm
Spacing of Stirrups: 153 mm 4 Legged Stirrrup
Pt(support),required 0.6518
Pt(mid span),required 0.02311898
Ast(mid span),required= 832.2832772
Bottom Steel
Width of Beam(b): 3000 mm
Depth of Beam(D): 1200 mm
% Steel Provided: 0.023
Limiting % Steel: 1.586
Main Steel Diameter: 36 mm
No of Bottom Bars: 1 Nos
Top Steel
Dia of Bars: 36 mm
No of Bars: 24 Nos
% Steel Provided: 0.6518
Limiting % Steel: 1.5856
Stirrups
Diameter of Stirrups: 10 mm
Spacing of Stirrups: 300 mm 6 Legged Stirrrup
9.3.1 For
PILE 1400mmCALCULATION
CAPACITY diameter FOR 1400 mm PILE
Qsf3 = 1.5*168*tan(K41)*8.8
9598.67 KN
Qeb = 19047.9 KN
Qsf3 = 1.5*156*tan39*8.16
8276.41 KN
Qeb = 13078 KN
For a civil engineer it is necessary to first learn about the basics for any type
of structure. Ports and Harbour structures form a small part of curriculum
during the study of civil engineering at the undergraduate level, however the
technicalities of such structures are grouped under heavy engineering as the
loads arising due to cranes and other cargo is are too large and are not
covered in the undergraduate level education. Thus an advance site
experience is inevitable for understanding the design aspects correctly. Thus
following sections describe the site experience gained over a period of three
months before actually getting onto the design of the berth structure.
The site visit pertains to Kandla Port, India‟s largest major port and ranked
1st in cargo handling. The Port of Kandla had awarded the construction of
13th Multipurpose cargo berth on BOT basis and the concessionaire had
commissioned construction of the proposed terminal. Design and
construction was being supervised by IIT Chennai as an independent
engineer on behalf of Kandla Port Trust. My duties as a project associate
included review of construction drawings, review of contractor‟s construction
methodology and monitor construction in progress and preparation of
fortnightly progress reports.
The daily activities on site included review of all the drawings like general
arrangement of the berth, pile lay-out and pile cut off level, reinforcement
details, different cross-sections, pre-cast drawings etc.
The proposed berth was 300m long and 55m wide, comprising of 344 no‟s of
piles and 3 expansion joints. The c/c distance between two piles in
Part plan of the terminal under construction is shown in figure 10.2(a) below.
In this stage first of all a platform is prepared on the existing structure and
then with the help of theodolite the location for Piles is marked with
appropriate devices. Then the platform which is mounted on gantry on the
existing adjoining structure is projected into the sea, then on this projected
cantilever platform equipments of Pile driving are moved on and then the pile
driving equipments are adjusted in such a way that they can move to
Once the members are cured for 28 days then they are transported as per
the site requirement. The transportation of Pre cast members is shown in
figure 10.3(d) below.
In this stage the Pre-cast members such Pile Caps, Beams, Slab units, etc
are brought with the help of lifting crane and placed with the help of
placement crane at site at proper location and in plumb as per desired line.
Then in order to have proper connection with the substructure very small
circular portion of pile cap is concreted so that pile cap has proper bond with
the pile which is seen in following figure 10.3(e)
In this stage the remaining portion of members is concreted at site and then
cured for specified period. The concreting phenomena in such structure is a
very complex and important phenomena as the amount of concrete involved
is very high hence the arrangement is made in such a way that the ready mix
concrete (RMC) is pumped from the RMC Plant located in the yard. Proper
care is taken for transportation of concrete i.e. proper chemicals are added
so that concrete does not sets in the pipeline and it is also ensured that
segregation does not takes place. In this structure the beams are casted in
first phase and the remaining stirrups (top of beam portion is casted with slab
in second phase.). The concrete batching plant is visible in figure 10.3(f).
Then the concrete reaches the site with the help of pumping phenomena.
The following figure 10.3(g) shows the concreting in process at site with the
pipe.
Finally when the slab is casted and cured for 28 days then after wards plain
cement concrete is laid over the slab so as to form a good surface and also
to protect the slab from direct weather. After the final wearing coat is cured
for specified days then the Berth is handed over to Traffic department for
smooth operation provided the cargo handled is as per the design
consideration.