Final Thesis Report With 1.5 Line Spacing - Tarun Rajani N Edited PDF

Design of Berthing Structures
Design of 13th Cargo Berth
Maharashtra Institute of Technology, Pune
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
3 PROJECT DESCRIPTION AND DESIGN CRITERIA 17

th
3.1 Geometry and Structural System for 13 Cargo Berth 17
3.2 Design vessel size 18
3.3 Environmental Data 18
3.3.1 Tidal data 18
3.3.2 Wave 18
3.3.3 Current 19
3.3.4 Wind 19
3.4 Material Properties 19
3.4.1 Cement 19
3.4.2 Grade of Concrete and Steel 19
3.5 Design life 20
3.6 Levels 20
3.6.1 Deck Level 20
3.6.2 Dredge Level 20
3.7 Fixity Depth of Piles 20
3.8 Fixity Depth Calculation 21
3.9 Cover to Reinforcement 23
3.10 Service and Utilities 23
3.11 Geotechnical Data 24
3.12 Pile Foundation 24
3.13 Load Combinations 25
3.13.1 Limit state of serviceability 25
3.13.2 Limit state of collapse 25
3.14 Factor of safety 26
3.15 Analysis and Design 26
-i- M.E Civil (Structural Engineering) MIT, Pune

Final Thesis April 2012
4 LOAD DATA 27
4.1 Dead Load 27
4.2 Live Load 27
4.2.1 Rail Mounted Unloader (Crane Load) 28
4.2.2 Vehicular loads 28
4.3 Earthquake Load 29
4.4 Berthing Load 29
4.5 Mooring Load 32
4.6 Active Earth Pressure 33
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
6 ANALYSIS OF BERTHING STRUCTURE USING SOFTWARE 43

6.1 Introduction to STAAD.Pro 43
6.2 Features of STAAD.Pro software 43
th
6.3 Steps adopted for modelling of 13 Cargo Berth of kandla 43
th
6.4 STAAD.pro Model of 13 Cargo Berth 44
6.5 Input data for Berth 45
6.6 Dynamic Analysis of Berth Structure and Results 61
7 STRUCURAL ANALYSIS OUTPUT 62

7.1 Support Reactions for „A‟ & „D‟ Row piles 62
7.2 Support Reactions for B, C, E, F, G Row piles 63
7.3 Summary of forces for Structural design of Pile 64
7.4 Summary of forces for Beam Design 68
7.4.1 Longitudinal Crane Beam 68
7.4.2 Longitudinal Intermediate Beam 69
7.4.3 Transverse Beam (All Grids) 69
7.4.4 Facia Beam 70
8 FORCES CONSIDERED FOR DESIGN 71

8.1 Design forces for piles 71
8.2 Design forces for beams 71
9 DESIGN OF STRUCTURAL MEMBERS 72

9.1 Structural design of piles 72
9.2 Structural design of beams 73
9.2.1 Longitudinal Beam (Non Crane) 73
9.2.2 Longitudinal Beam (Crane) 74
9.2.3 Main (Cross) Beam 75
- ii - M.E Civil (Structural Engineering) MIT, Pune

9.2.4 Facia Beam 76
9.3 Pile capacity calculations 77
9.3.1 For 1400mm diameter 77
9.3.2 For 1300mm diameter 79
10 CONSTRUCTION OF MULTIPURPOSE TERMINAL AT SITE 81

10.1 Site Experience 81
10.2 Terminal Layout and Structural Elements 82
10.3 Construction Sequence 82
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
- iii - M.E Civil (Structural Engineering) MIT, Pune

1 INTRODUCTION
1.1 History of Port Growth and Maritime Industry
The history of the port growth is a fascinating and interesting subject. It

reaches back to the time of the ancients, as early as, and perhaps before
the year 3500 B.C up to the time of the fall of the Roman Empire,
harbours, most of which were located in the Mediterranean, the Red sea,
and Persian gulf, were built on a scale of grandeur and solidity. Because
of the availability of cheap and unlimited manual labour (mostly slave
labour) in ancient times, docks and other harbour works received as much
attention as their monumental contemporaries, pyramids and temples.
Harbour structures were so well constructed in those days that it is only
because of the lack of world leadership and the consequent neglect, which
followed the fall of the Roman Empire, that they disappeared, either being
buried by earthquakes or through decadence; and they were never
restored. In recent years, some of the construction in these old harbours
has been revealed by the findings of archaeologist through surveys,
excavations, and old documents. Among these findings, many interesting
and valuable features of harbour engineering, which have been lost for
centuries, have shown up and are now reappearing in modern port design.
The well planned and effectively positioned seawall or breakwater was the
common feature to most ancient ports and the same is frequently
employed in modern ports too.
1.2 Indian Scenario for Maritime Industry.
India has an extensive coastline of about 6oookms, a fairly large

proportion of coastline compared to its area. All along the coast,
there are numerous harbours: some natural, some semi-natural and a few
more artificial ones – skilfully designed by Indian Engineers. The tidal
range varies from 6m along the Saurashtra Coast in the North West to
negligible tidal variations in East peninsular coast. There are 11 major
ports, 16 intermediate ports and 139 minor working ports out of a total of
226 minor ports. Major ports are the direct responsibility of the Central
Government administered through port trusts while the intermediate and
-1- M.E Civil (Structural Engineering) MIT, Pune

minor ports fall in the current list of the constitution and are managed and
administered by respective maritime State Governments.
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.
Table 1.2 : Intermediate and minor ports of India

Maritime State Length of Number of Number of Minor Total Number of Annual cargo
Coastline Intermediate ports Ports handled (MT)
(Km) ports 1999-2000
Gujarat 1600 11 28 39 48.800
Maharashtra 510 2 50 52 5.910
Goa, Diu & - 0 6 6 2.020
Daman
Karnataka 280 2 11 13 0.480
Kerala 575 3 10 13 0.100
Tamil Nadu 990 2 6 8 0.414
Andhra 960 2 7 9 3.810
Pradesh
Orissa 430 0 1 1 0.150
Pondicherry - 1 1 2 -
Lakshadweep - 0 1 1 -
And.& Nico. - 0 19 19 0.660

Islands
1.3 Berthing Structures
Berths/Jetties in the harbour are components of transportation

infrastructure and port is the link in the multi modal transport. It is a
transit point where ocean and land transport meet. This is where the
cargo carried in ocean freight carried changes over to either road, rail,
inland waterways or pipelines and vice-versa. The changeover is a highly
complex operation. The transition warrants intensive infrastructure of a
specialized nature. A berth is the interface between the ocean carrier and

land transport. Here, on one side, ships with deep draughts stay berthed
alongside and cargo is transferred on to the deck of the berth from the
ships hold. The structure has to provide deep draught on one side and a
heavy-duty deck at ground level on the other side.
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.

2 PORT INFRASTRUCTURE
A port development has several components to make any Port fully

functional in order to operate at its optimum levels. The basic
components of any port are defined below.
Berths, Quay Walls and Jetty

Road and Rail Connectivity
Drainage system
Mechanical and Electrical installations
Material storage go-downs and open yards
Material Handling Equipments
Port Cranes
Fire Fighting systems etc.
Security system and IT infrastructure.
2.1 Berths, Quay walls, jetties and their functions.
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.

In simple terms, berths/jetties are referred as structures constructed for
docking of ships/vessel alongside safely for cargo operations. Possible
berth construction forms are described below.
Figure 2.1(a) : Cross section - Continuous Wharf (open piled structure)
Figure2.1(b): Diaphragm type Retaining Wall with tie back system

2.2 Basic Design Terminology
In order to design the berths or jetties, it is important to understand the

basic design terminology on which the magnitude of forces depend upon.
Some of the important definitions are discussed below.
Gross Registered Tonnage:
Usually designed as GRT, is broadly the capacity in cubic feet of the

spaces within the hull, and of the enclosed spaces above the deck
available for cargo, stores, passengers and crew, with certain exceptions,
divided by 100. Thus 100 cubic feet of capacity is equivalent to 1 gross
ton.
Net Registered Tonnage:
Usually designated as NRT, is derived from the gross tonnage by

deducting spaces used for the accommodation of the master, officers,
crew, navigation, propelling machinery and fuel.
Dead Weight Tonnage:
Usually designated as DWT, is the weight in tons (of 2240lb) of cargo,

stores, fuel, passengers and crew carried by the ship when loaded to her
maximum summer load line.
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.

Berthing:
When an approaching vessel (ship) strikes a berth, a horizontal force acts

on the berth. This phenomenon is called Berthing. The magnitude of this
force depends on the kinetic energy that can be absorbed by the
fendering system. The reaction force for which the berth is to be designed
can be obtained and deflection-reaction diagrams of the fendering system
chosen.
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:
A dock is a general term used to describe a marine structure for the

mooring and tieing up of vessels for loading and unloading of cargo or for
embarking and disembarking passengers.
Berth:
A facility where one vessel may be safely moored and load/unload cargo
or let passengers or vehicles embark or disembark.
Quay:
One or more berths continuously bordering on and in contact with a land

or dock area. The quay apron reaches the quay front over the entire
length of the berth(s). Often a quay is described as one or more berths
which are parallel to shore although the shore may not be well defined.
Wharf:
Same as quay, although there seems to be a tendency to use this term

for open structures on piles, only.

Figure 2.2(a) : Continuous wharf for container/dry bulk / general cargo
vessels
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.

Figure 2.2(b) : Island Berth for liquid bulk vessels
2.3 Types of Terminals
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:
 Conventional general cargo terminals

 Multi-purpose terminals
 Ro-Ro terminals
 Container terminals
 Liquid bulk terminals, such as for:
- Liquid gas
- Crude oil
- Oil products
- Edible oil
- Chemical products
 Dry bulk terminals, such as for:

- Grain
- Ore and coal
- Special products (cement, sulphur, etc.)
 Fruit terminal
 Fish handling facilities
 IWT terminals
 Ferry terminals

General Cargo Terminal
The conventional general cargo terminal is one of the oldest and,

traditionally, was designed for the handling of break-bulk and later on- also
unitised general cargo. Since break-bulk and unitisation have given way, to a
large extent, to containerisation, the (conventional) general cargo terminals
have lost much of their importance in modern ports. A modern general cargo
terminal has to be able to handle a much greater variety of cargo, including
containers carried on deck of multi-purpose vessels, at a much greater
speed. Few typical examples of general cargo terminals include Steel plates,
coils and pipes, wooden logs, marble blocks etc.
Multi-purpose Terminal
The difference between a modern general cargo terminal and a multi-

purpose terminal is very small. Very often the latter is developed from the
former by some changes in the terminal lay-out and in the equipment used.
Most multi-purpose terminals combine conventional break bulk with
container and/or Ro/Ro cargo and the essence is that the containers are not
any more occasional, but part of the regular cargo for which specialised
equipment is available.
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.
- 10 - M.E Civil (Structural Engineering) MIT, Pune

Container Terminal
Contrary to Ro/Ro terminals the storage of containers on the container

terminal often takes several days to several weeks. This leads to substantial
surface area requirements, notwithstanding the fact that containers can be
stacked 3 high or more. Furthermore the storage of containers has to be as
close as possible to the berths in order to achieve efficient (un) loading.
Container terminals can therefore be easily recognised as large areas with
stacks either parallel with or normal to the waterfront (depending on the
transportation systems).Another characteristic point of modern container
terminals is the giant rail mounted gantry cranes with their boom in upright
position, when idle.
Liquid Bulk Terminal
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.

A special case is the terminal with offshore (un) loading facilities located in
deep water. To make a clear distinction from the Island Berth one could limit
this type of facilities to floating buoys and/or jacket structures to which the
ships are moored by bow hawsers and connected by floating pipelines. In
practice one finds the Island Berth also being referred to as an offshore
facility. In the latter case the liquids are pumped to/from the berth by means
of submarine pipelines. The actual landside facilities comprise storage tanks,
which may be located at quite some distance.
Dry Bulk Terminal
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

cases. The loading of bulk carriers in the export terminal is done by conveyor
belts extending right above the ship, from which the material falls freely into
the holds at constant and high capacity. At the import terminal the same
cargo is unloaded by means of cranes, which must be able to move around
in order to retrieve all the material within the hold and to go from one hold to
another. As a consequence the export terminal may be more similar to the
jetty/platform arrangement for tankers, while the import terminal needs a
quay for heavy cranes. The storage part of the terminal is basically the same
at both sides of water: the material is stacked in long piles in the open air or
in closed silos, depending on the type of cargo. The piles are separated by
the space for conveyor belts and the rails for the stacking / retrieving
equipment.
Fruit Terminal
Modern fruit terminals are characterised by refrigerated warehouses, which

are located near the waterfront. In some ports the cargo is transferred
directly from the ship into the warehouse by means of conveyor belts. In
most ports however there are luffing cranes at the quay, which can handle
the different forms of packaging in which fruit is transported, palletised boxes
or containerised. These cranes are much lighter that the ones on a container
terminal or for dry-bulk handling.

Fish Handling Facilities
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.
Inland Barge Terminal
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.
(Passenger) Ferry and Cruise Terminal
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.

2.4 Design Aspects
The design aspects to be considered for designing the berth depends

much on the cargo to be handled on the intended berth. The important
design aspects for berth and terminal design are listed below.
 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.

3 PROJECT DESCRIPTION AND DESIGN CRITERIA
3.1 Geometry and Structural System for 13th Cargo Berth
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.
Main beams - 1300 x 1800 mm
Crane beam (A & D Row) - 1300 x 1800 mm
Longitudinal beams (B, C, E, F, G &H Row) - 1300 x 1500 mm
Deck slab cast insitu - 500 mm
Pile (A&D Row) - 1400 mm diameter
Pile (B, C, E, F, G & H Row) - 1300 mm diameter
Pile muff - 2000 x 2000 x 600 mm

3.2 Design vessel size
The Kandla Berth is designed to handle vessels up-to 75,000 DWT.
Table 3.1: Design vessel dimensions
Type of Carrying Displacement Overall Length Beam Draft

vessels capacity Length between
perps
DWT T m M m m
Bulk 75,000 93,750 255 242 38.00 13.5
Carriers
3.3 Environmental Data
3.3.1 Tidal data
These following tidal data for Kandla are as follows:
Highest high water (HHW) - (+) 7.59 m

Mean high water spring (MHWS) - (+) 6.70 m
Mean High Water Neaps (MHWN) - (+) 5.70 m
Mean Sea Level (MSL) - (+) 3.90 m
Mean Low Water Neaps (MLWN) - (+) 1.80 m
Mean Low Water Spring (MLWS) - (+) 0.80 m
Lowest Low Water (LLW) - (-) 0.40 m
Note: Highest high water recorded - (+) 9.50 m (Due to Cyclone on 9th
june 1998)
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.

3.3.3 Current
Design current velocity of 2.0 m/s is considered for the berth design on the
conservative side.
3.3.4 Wind
The wind loads on structure shall be considered as per IS 875: Part 3
The basic wind speed under operating condition: 20m/s.

The basic wind speed under cyclonic condition : 55m/s.
Design wind seped to be obtained using the formulae given below:

Design wind speed Vz = Vb x K1 x K2 x K3
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 Material Properties
3.4.1 Cement
For all structural elements, PPC or OPC grade-53 cements conforming to

IS: 12269 or 43 Grade conforming to IS: 8112 shall be used mixed with
slag or GBFS as per approved proportion conforming to the IS code.
3.4.2 Grade of Concrete and Steel
Structure Material Material

Concrete Steel
Sub Structure M40 Fe500
Super Structure M40 Fe500
Minimum cement content of 400kg/m3 and a Maximum water cement ratio

of 0.45 shall be used for M40 grade of concrete as per IS: 4651 part IV
clause 8.3.3.

3.5 Design life
The minimum design life of the facility is 50 years.
3.6 Levels
3.6.1 Deck Level
The top level of deck is (+) 9.14 m.
3.6.2 Dredge Level
The design Dredge level is taken as (-) 15.1 m.
3.7 Fixity Depth of Piles
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.
Table 3.2: Horizontal sub-grade of soil
Unconfined compression Range of Values of K, Probable Value of K,

Strength (Kgf/cm2) (Kgf/cm2) (Kgf/cm2)
0.2 to 0.4 7 to 42 7.73
1 to 2 32 to 65 48.79
2 to 4 65 to 130 97.73
4 --- 195.46
1. Determine ratio of L/D from appropriate graphs given below, and

hence find the equivalent length of cantilever, giving the same
deflection at ground level as the actual pile.

3.8 Fixity Depth Calculation
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
Therefore, Unconfined Compression Strength, qu = 2*C = 2*150

Unconfined compression strength, qu = 300KPa = 3.0 Kg/cm2
Hence as per Table 3.2, the probable value of K = 97.73 Kgf/cm2

Referring Graph below, to get the value of L/d,
L/d = 4.5

CALCULATION OF FIXITY DEPTH OF PILES
Specify Dredge level (R.L in metres): -15.1

Specify Dredging slope, 1: 3
L/d ratio as per IS-2911= 4.5
**Note: Enter all the values in the yellow cells
Distance Dia of Fixity Depth
Row of Piles Pile Spacing from sea Piles(in below Dredge
side metres) lvl(R.L)
A 0 2.5 1.4 -20.57
B 7.5 10 1.3 -17.62
C 7.5 17.5 1.3 -15.12
D 7.5 25 1.4 -13.07
E 7.5 32.5 1.3 -10.12
F 7 39.5 1.3 -7.78
G 6.5 46 1.3 -5.62
H 6.5 52.5 1.3 -3.45
3.9 Cover to Reinforcement
The following clear cover to outermost reinforcement shall be adopted as

per IS 4651
Piles - 75mm
Pile muff - 60mm
Beams - 50mm
Slab - 40mm
3.10 Service and Utilities
The berth no. 13 shall be provided with the following services.
 Fire fighting system.

 Cable conduits and lighting.
 Ducts for various services.

 Provision for installing crane rail in future for bulk unloader, if any.
 Rubber moulded ladders for the front side boarding.
 Fenders and Bollards
3.11 Geotechnical Data
A Geotechnical investigation program was undertaken for eight number of

boreholes. The design soil profile was collected from Kandla Port Trust for
calculating pile capacity. The soil parameters of design soil profile are
tabulated below.
Table 3.3 Soil Parameters of Design soil profile
Soil Layer Level (m) Soil Layer SPT „N‟ C Φ

w.r.t CD Value Value Value
KN/m2
(-) 0.34 to (-) 16.50 Greyish soft to soft silty -
clay
(-) 16.5 to (-) 20.70 Very stiff to hard greyish 39-42 200
clay
(-) 20.7 to (-) 31.30 Very stiff to hard reddish 41-48 200
brown clay
(-) 31.3 to (-) 41.10 Dense to very dense R 39
yellowish brown silty sand (N>50)
(-) 41.1 to (-) 45.34 Very stiff to hard reddish 45-51
brown clay
3.12 Pile Foundation
Large Diameter bored Cast-in-situ Piles have been considered as foundation

for supporting Jetty Deck. The Pile capacity calculations are calculated
considering the above soil investigation parameters. The capacity of the pile
is calculated in accordance with IS 2911-(Part I/Sec 2) - 1979.

3.13 Load Combinations
3.13.1 Limit state of serviceability
The load combinations used in analysis and design of various structures is

given in table 3.4. These combinations are based on IS 4651 part 4.
Table 3.4: Load combinations for Limit State of Serviceability
Sr.No Load Description I II

1 Dead Load 1.0 1.0
2 Live Load 1.0 1.0
3 Earth Pressure 1.0 1.0
4 Hydrostatic and Hydrodynamic 1.0 1.0
forces
5 Berthing Force - 1.0
6 Mooring Force - 1.0
7 Wind Force - -
8 Seismic Force(Trans & Long) 1.0 1.0
3.13.2 Limit state of collapse
The load combinations used in analysis and design of various structures is

given in table 3.5. These combinations are based on IS 4651 part 4.
Table 3.5: Load combinations for Limit State of Collapse
Sr.No Load Description I II III IV

1 Dead Load 1.5 1.2/0.9 1.2/0.9 1.2/0.9
2 Live Load 1.5 1.2/0.9 1.2/0.9 1.2/0.9
3 Earth Pressure 1.0 1.0 1.0 1.0
4 Hydrostatic and 1.0 1.2 1.0 1.0
Hydrodynamic forces
5 Berthing Force 1.5 - - -
6 Mooring Force - - 1.5 -
7 Wind Force - - 1.5 -
(operational)
8 Seismic Force - - - 1.5
(Trans & Long)

3.14 Factor of safety
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.
3.15 Analysis and Design
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.

4 LOAD DATA
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.
4.1 Dead Load
The dead loads will be calculated by staad engine with following density
Reinforced Concrete = 25 KN/m3

Plain Concrete = 24 KN/m3
Structural Steel = 78.5 KN/m3
Sea Water = 10.3 KN/m3
4.2 Live Load
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

load 5T/m2 and truck loading of class A or AA or 70R whichever is critical.
The berth structure shall be designed following live loads:
4.2.1 Rail Mounted Unloader (Crane Load)
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.
Max Wheel loading (Sea Side) Q1 = 54T.

Q2 = 52T.
Max Wheel loading (Land Side) P1 = 24T.
P2 = 21T.
No. of wheels/bogie = 12 on each side
C/C spacing of running wheels = 1200 mm
Distance between wheels within bogie = 1520&1200 mm
C/C Distance between bogies = 18000 mm
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.
4.2.2 Vehicular loads
IRC Loads – IRC Class A Loading

4.3 Earthquake Load
Seismic forces for design of structures are confirming to IS:1893(Part-

1):2002. The seismic zone for kandla is V which is used in the design. The
horizontal seismic force coefficient is calculated as
Horizontal seismic coefficient Ah = (ZISa) / (2Rg)
Where,
Z = Zone factor, table 2

= 0.36
I = Importance factor, table 6
= 1.5
R = Response reduction factor, table 7
= 3.0
Sa/g = Average Response acceleration coefficient (based on time

period)
4.4 Berthing Load
Berthing loads is calculated in accordance with IS 4651 (part-III)-1974. The

kinetic energy, E, imparted to a fendering system, by a vessel moving
with velocity V m/s is given by:
WD v 2
E=  C m C e C s
2g
Where,
W D = displacement tonnage (DT) of the vessel, in tonnes;

V = velocity of vessel in m/s, normal to the berth
g = acceleration due to gravity in m/s2
Cm = mass coefficient

Ce = eccentricity coefficient and
Cs = softness coefficient
Mass Coefficient – When a vessel approaches a berth and as its motion is

suddenly checked, the force of impact which the vessel imparts comprises of
the weight and an effect from the water moving along with the moving
vessel. Such an effect, expressed in terms of weight of water moving with
the vessel, is called the additional weight (WA) of the vessel or the
hydrodynamic weight of the vessel. Thus the effective weight in berthing is
the sum of displacement tonnage of a vessel and its additional weight, which
is known as virtual (WV) of a vessel.
a) The mass coefficient Cm should be calculated as follows:
2D
Cm  1 
B
Where,
D = draught of the vessel in m,

B = beam of the vessel in m.
b) Alternative to (a) in case of a vessel which has a length much greater

than its beam or draught generally for vessels with displacement tonnage
greater than 20,000 the additional weight may be approximated to the
weight of a cylindrical column of water of height equal to the length of
vessel and diameter equal to the draught of vessel, then
 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)

W D = displacement tonnage of the vessel in tonnes.
Eccentricity coefficient – A vessel generally approaches a berth at an

angle, denoted by θ and touches it at a point either near the bow or stern of
the vessel. In such eccentric cases the vessel is imparted a rotational force
at the moment of contact, and the kinetic energy of the vessel is partially
expended in its rotational motion.
a) The eccentricity coefficient (Ce) may then be derived as follows:

2
1 l sin 2 
Ce  r
1 ( l )2
r
Where,
L = distance from the centre of gravity of the vessel to the

point of contact projected along the water line of the berth in
m, and
R = radius of gyration of rotational radius on the plane of the
vessel from its centre of gravity in m.
b) The approach angle θ unless otherwise known with accuracy should be

taken as 100. For smaller vessels approaching wharf structures, the
approach angle should be taken as 20o.
c) The rotational radius of a vessel may be approximated to L/4 and, in

normal case, the point of contact of the berthing vessel with the structure
is at a point about L/4 from the bow or stern of the vessel, which is
known as a quarter point contact. Also, if the approach angle θ is nearly
00, then
For large tankers, r = 0.2 L
Then Ce = 0.4
Softness Coefficient – This softness coefficient (Cs) indicates the relation

between the rigidity of the vessel and that of the fender, and hence also that

between the energy absorbed by the vessel and by the fender. Since the
ship is relatively rigid compared with the usually yielding fendering systems,
a value of 0.9 is generally applied for this factor, or 0.95 if higher safety
margin is thought desirable.
4.5 Mooring Load
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.
The windage area (Aw) can be estimated as follows,
Aw = 1.175 LP (DM - DL)
Where,
LP = length between perpendicular in m,
DM = mould depth in m, and
DL = average light draft in m.
FORCE DUE TO CURRENT – Pressure due to current will be applied to the

area of the vessel below the water line when fully loaded. It is approximately
equal to wv2/2g per square metre of area, where v is the velocity in m/s and
w is the unit weight of water in T/m3. The ship is generally berthed parallel to
the current. With strong currents and where berth alignment materially
deviates from the direction of the current, the likely force should be
calculated by any recognised method and taken into account.

4.6 Active Earth Pressure
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.

5 LOAD CALCULATIONS
5.1 Berthing Force
Dead Weight Tonnage, DWT = 75,000 T

Displacement Tonnage, W D = 93,750 T
Length of the vessel, L = 255 m
Length between perpendicular, LBP = 242 m
Breath of the vessel, B = 38 m
Draught of the vessel, D = 13.5 m
Berthing angle, θ = 100
IS 4651 part 3, Clause 5.2.1.1,
Site condition = Moderate wind and swells
Berthing condition = Sheltered
IS 4651 part 3, Clause 3.1.2
DT/DWT = 1.25
Displacement tonnage of the vessel,
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,
W D (DT) = Displacement tonnage of vessel in tonnes

V = Velocity of the vessel in m/s (IS 4651 Part 3 Table 2)
g = Acceleration due to gravity
Cm = Mass coefficient
Cs = Softness coefficient
Ce = Eccentricity coefficient

MASS COEFFICINT CALCULATION (Cm):
2D
Cm  1 
B
D = Draught of the vessel in m

B = Beam of the vessel in m
OR
If length is much greater than beam or draught of the vessel,
 D 2 Lw
Cm  1  4
WD
Unit weight of sea water, w = 1.03 T/m3
Cm = 1+ [(3.14* 13.52* 255* 1.03) / (4* 93750)]
Cm = 1.40
ECCENTRICITY COEFFICIENT CALCULATION (Ce):
Approach angle, θ = 100

Distance between C.G of the vessel to point of contact,
L / r = cos θ

2
1 l sin 2 
Ce  r
1 ( l )2
r
Ce = ((1+ cos2θ * sin2θ) / (1 + cos2θ))

Ce = 0.52
SOFTENING COEFFICIENT (Cs): 1.00
BERTHING ENERGY OF THE VESSEL (E)
WD v 2
Berthing Energy of the vessel E =
 C m C e C s
2g
E = (93750* 0.152* 1.40* 0.52* 1) / (2* 9.81)
E = 78.3 T-m
Approaching velocity of the vessel (v) = 0.15 m/s

Acceleration due to gravity, g = 9.81 m/s2

Berthing Energy, E = 78.30 T-m
Factor of safety, FOS = 1.4
Ultimate Berthing Energy, E = 110 T-m
Considering manufacturing Tolerance as 10 %
So Ultimate Berthing Energy = 121 T-m
5.2 Mooring Force
Due to wind:
Mooring force due to wind (F) = Cw x Aw x P

Taking Shape factor Cw = 1.3
P = 0.6*V2z
Vz = Vb x k1 x k2 x k3
Vb = Basic wind speed = 29m/s (Operation wind speed for Kandla)
K1 = Probability factor (risk coefficient) = 1.08

K2 = Terrain, height and structure size factor = 1.05
K3 = Topography factor = 1.0
Vz = 29*1.08*1.05*1.0
= 33.00 m/s
P = 0.6*(33.00)2
= 653.4 N/m2
= 0.653 KN/m2
Aw = 1.175 x (DM - DL) x LP
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
Aw = 1.175 x (18.4 – 10.0) x 242

Aw = 2389 m2

Mooring force due to wind (F) = Cw*Aw*P
= 1.3*2389*0.653
= 2028 KN
= 202.8 T
Considering eight line mooring system, Bollard pull is calculated as
Mooring pull on each Bollard = 203/4
= 51 T
Due to current:
Fc = (W*V2/2*g) x projected area of ship
W = 1.03 (unit weight of sea water at kandla)

V = 2.0 m/s (Current velocity)
g = 9.81 (acceleration due to gravity)
Fc = (1.03*2.02/2*9.81) x (38*13.5)
= 107.72 T
Considering eight line mooring system, Bollard pull is calculated as

Mooring pull on each Bollard due to current = 108/4
= 27.00 T
5.3 Live Load
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.
5.4 Current Load
Current force is applied parallel to the length of the Berth.
So, Fc = (K*W*V2) / (2*g)
K = shape factor
K = 0.66 for circular piles.
Fc = (0.66*10.3*22) / (2*9.81)
Fc = 1.4 KN/m2

5.5 Dead Load
Sr.no Name of the Member Size of the member

1 Piles below Crane Beam 1.4 m
2 All other Piles 1.3 m
3 Longitudinal Beams 1.3m x 1.5m
4 Transverse (Cross) Beams 1.3m x 1.8m
5 Fender wall 3.0m x 1.2m
6 Pile Caps 2.0m x 2.0m x 0.6m
7 Crane Beams 1.3m x 1.5m
5.6 Seismic Force
Ah = (Z * I * Sa) / (2 * R * g)
Z = Zone factor = 0.36 (As per IS – 1893, Table 2)
I = Importance factor = 1.5

(Considering special structure of national importance)
R = Response Reduction factor = 3 (As per IS – 1893, Table 7)
Sa/g = Spectral Acceleration coefficient

Fig 2, IS – 1893 for Medium Soil Tx = 1.9 sec
and Tz = 1.5 sec
Refer Dynamic Analysis output
Ahx = (0.36 * 1.5 * 0.7) / (2 * 3)
Ahx = 0.063
Ahz = (0.36 * 1.5 * 0.9) / (2 * 3)
Ahz = 0.081

5.7 Earth Pressure Calculation
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
Co-efficient of Active pressure (Ka) = (1 – sin ϕ) / (1 + sin ϕ)
Ka = (1- sin 300) / (1 + sin 300)

Ka = 0.33
Considering Surcharge (q) = 50 KN/m2
+9.14 „A‟
+8.40 „B‟
P [(2a+b) / (a+b)]* H/3

= [(2*56.56+16.5)/(56.56+16.5)]*5.33/3
= 3.15 m
+3.07 „C‟
At point
A Ka x q = 0.33 x 50 = 16.5 KN/m2
B h = 9.14 - 8.4 = 0.6m

{(Ka x q) + (Ka x γ x h)}
{(0.33 x 50) + (0.33 x 20 x 0.74)} = 21.4 KN/m2

C h = 9.14 – 3.07 = 6.07m
{(Ka x q) + (Ka x γ x h)}
{(0.33 x 50) + (0.33 x 20 x 6.07)} = 56.56 KN/m2
Total Pressure P is acting at +6.22m (3.07+3.15) level

Area of pressure diagram = 0.5 * (21.4+56.56) * 5.33 = 207.75 KN/m
Hence earth pressure is acting on piles at +6.22m level,

Distance between piles = 7.0m
So earth pressure acting on corner piles = 207.75 * 7/2 = 728 KN
Earth pressure acting on intermediate piles = 207.75*7 = 1455 KN
5.8 Dead Load of Landside Beam
Height of Beam = 8.4 – 3.07 = 5.33m

Thickness of Beam = 1m
Density of reinforced concrete = 25 KN/m3
Fw = 5.33 x 1 x 25 = 133.25 KN/m
Distance between two piles = 7.0m
So Fw = 133.25 x 7.0 = 933 KN
5.9 Differential Water Pressure
For good drainage condition
MLW = Average of MLWN & MLWS

= (1.8+0.8) / 2
= 1.3
Also for good drainage condition G.W is assumed 0.3 above MLW

G.W = 1.3 + 0.3 = 1.6m
+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
C/C distance of piles = 7.0m

LLW (+0.2m)
P1 (acting on End Piles) = 10.09*7/2 = 36 KN
P1 (acting on Intermediate Piles) = 72 KN

6 ANALYSIS OF BERTHING STRUCTURE USING SOFTWARE
6.1 Introduction to STAAD.Pro
STAAD.Pro is the most powerful structural engineering software and first

choice of professional engineers in the world. STAAD.Pro 2007 includes
several new exciting features including integrated shear wall and two-way
slab design, a full backup manager, physical members and moment
connections for steel design and the ability to write macros inside of STAAD
for further customization.
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.
6.2 Features of STAAD.Pro software
 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.
6.3 Steps adopted for modelling of 13th Cargo Berth of kandla
 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.

 Geometric properties have been assigned to various members.
 Then the entire frame has been repeated translational in Z direction at C/C
spacing of 7000 mm i.e (pile spacing along the length of structure).
 Several loads have been assigned to approximate members.
 All the possible load combination had been created.
 Analysis has been performed to get the results.
6.4 STAAD.pro Model of 13th Cargo Berth

6.5 Input data for Berth
STAAD SPACE DESIGN FOR 13TH CARGO BERTH AT KANDLA

START JOB INFORMATION
JOB NAME 13TH BERTH DESIGN
JOB CLIENT KANDLA PORT TRUST
JOB NO M.E.DISSERTATION
JOB REF MAHARASHTRA INSTITUTE OF TECHNOLOGY
ENGINEER NAME TARUN RAJANI
ENGINEER DATE 29-Feb-12
END JOB INFORMATION
INPUT WIDTH 79
UNIT METER KN
JOINT COORDINATES
1 0 -20.46 0; 2 6.5 -17.85 0; 3 13 -15.68 0; 4 20 -13.83 0; 5 27.5 -10.88 0;
6 35 -8.38 0; 7 42.5 -5.86 0; 8 50 -3.38 0; 9 0 8.4 0; 10 6.5 8.4 0;
11 13 8.4 0; 12 20 8.4 0; 13 27.5 8.4 0; 14 35 8.4 0; 15 42.5 8.4 0;
16 50 8.4 0; 17 -2.5 8.4 0; 18 52.5 8.4 0; 21 0 -20.46 7; 22 6.5 -17.85 7;
23 13 -15.68 7; 24 20 -13.83 7; 25 27.5 -10.88 7; 26 35 -8.38 7;
27 42.5 -5.86 7; 28 50 -3.38 7; 29 0 8.4 7; 30 6.5 8.4 7; 31 13 8.4 7;
32 20 8.4 7; 33 27.5 8.4 7; 34 35 8.4 7; 35 42.5 8.4 7; 36 50 8.4 7;
37 -2.5 8.4 7; 38 52.5 8.4 7; 39 -2.5 0 7; 40 0 -20.46 14; 41 6.5 -17.85 14;
42 13 -15.68 14; 43 20 -13.83 14; 44 27.5 -10.88 14; 45 35 -8.38 14;
46 42.5 -5.86 14; 47 50 -3.38 14; 48 0 8.4 14; 49 6.5 8.4 14; 50 13 8.4 14;
51 20 8.4 14; 52 27.5 8.4 14; 53 35 8.4 14; 54 42.5 8.4 14; 55 50 8.4 14;
56 -2.5 8.4 14; 57 52.5 8.4 14; 59 0 -20.46 21; 60 6.5 -17.85 21;
61 13 -15.68 21; 62 20 -13.83 21; 63 27.5 -10.88 21; 64 35 -8.38 21;
65 42.5 -5.86 21; 66 50 -3.38 21; 67 0 8.4 21; 68 6.5 8.4 21; 69 13 8.4 21;
70 20 8.4 21; 71 27.5 8.4 21; 72 35 8.4 21; 73 42.5 8.4 21; 74 50 8.4 21;
75 -2.5 8.4 21; 76 52.5 8.4 21; 78 0 -20.46 28; 79 6.5 -17.85 28;
80 13 -15.68 28; 81 20 -13.83 28; 82 27.5 -10.88 28; 83 35 -8.38 28;
84 42.5 -5.86 28; 85 50 -3.38 28; 86 0 8.4 28; 87 6.5 8.4 28; 88 13 8.4 28;
89 20 8.4 28; 90 27.5 8.4 28; 91 35 8.4 28; 92 42.5 8.4 28; 93 50 8.4 28;

94 -2.5 8.4 28; 95 52.5 8.4 28; 96 -2.5 0 28; 97 0 -20.46 35; 98 6.5 -17.85
35;
99 13 -15.68 35; 100 20 -13.83 35; 101 27.5 -10.88 35; 102 35 -8.38 35;
103 42.5 -5.86 35; 104 50 -3.38 35; 105 0 8.4 35; 106 6.5 8.4 35;
107 13 8.4 35; 108 20 8.4 35; 109 27.5 8.4 35; 110 35 8.4 35; 111 42.5 8.4
35;
112 50 8.4 35; 113 -2.5 8.4 35; 114 52.5 8.4 35; 116 0 -20.46 42;
117 6.5 -17.85 42; 118 13 -15.68 42; 119 20 -13.83 42; 120 27.5 -10.88 42;
121 35 -8.38 42; 122 42.5 -5.86 42; 123 50 -3.38 42; 124 0 8.4 42;
125 6.5 8.4 42; 126 13 8.4 42; 127 20 8.4 42; 128 27.5 8.4 42; 129 35 8.4
42;
130 42.5 8.4 42; 131 50 8.4 42; 132 -2.5 8.4 42; 133 52.5 8.4 42;
135 0 -20.46 49; 136 6.5 -17.85 49; 137 13 -15.68 49; 138 20 -13.83 49;
139 27.5 -10.88 49; 140 35 -8.38 49; 141 42.5 -5.86 49; 142 50 -3.38 49;
143 0 8.4 49; 144 6.5 8.4 49; 145 13 8.4 49; 146 20 8.4 49; 147 27.5 8.4 49;
148 35 8.4 49; 149 42.5 8.4 49; 150 50 8.4 49; 151 -2.5 8.4 49;
152 52.5 8.4 49; 154 0 -20.46 56; 155 6.5 -17.85 56; 156 13 -15.68 56;
157 20 -13.83 56; 158 27.5 -10.88 56; 159 35 -8.38 56; 160 42.5 -5.86 56;
161 50 -3.38 56; 162 0 8.4 56; 163 6.5 8.4 56; 164 13 8.4 56; 165 20 8.4 56;
166 27.5 8.4 56; 167 35 8.4 56; 168 42.5 8.4 56; 169 50 8.4 56;
170 -2.5 8.4 56; 171 52.5 8.4 56; 172 -2.5 0 56; 173 0 -20.46 63;
174 6.5 -17.85 63; 175 13 -15.68 63; 176 20 -13.83 63; 177 27.5 -10.88 63;
178 35 -8.38 63; 179 42.5 -5.86 63; 180 50 -3.38 63; 181 0 8.4 63;
182 6.5 8.4 63; 183 13 8.4 63; 184 20 8.4 63; 185 27.5 8.4 63; 186 35 8.4
63;
187 42.5 8.4 63; 188 50 8.4 63; 189 -2.5 8.4 63; 190 52.5 8.4 63;
191 50 8.4 59.5; 193 50 8.4 52.5; 195 50 8.4 45.5; 197 50 8.4 38.5;
199 50 8.4 31.5; 201 50 8.4 24.5; 203 50 8.4 17.5; 205 50 8.4 10.5;
207 50 8.4 3.5;
MEMBER INCIDENCES
1 9 10; 2 10 11; 3 11 12; 4 12 13; 5 13 14; 6 14 15; 7 15 16; 8 1 9; 9 2 10;
10 3 11; 11 4 12; 12 5 13; 13 6 14; 14 7 15; 16 9 17; 17 16 18; 19 29 30;
20 30 31; 21 31 32; 22 32 33; 23 33 34; 24 34 35; 25 35 36; 26 21 29; 27 22
30;

28 23 31; 29 24 32; 30 25 33; 31 26 34; 32 27 35; 34 29 37; 35 36 38; 36 37
39;
37 17 37; 38 9 29; 39 10 30; 40 11 31; 41 12 32; 42 13 33; 43 14 34; 44 15
35;
45 16 207; 46 18 38; 47 48 49; 48 49 50; 49 50 51; 50 51 52; 51 52 53;
52 53 54; 53 54 55; 54 40 48; 55 41 49; 56 42 50; 57 43 51; 58 44 52; 59 45
53;
60 46 54; 62 48 56; 63 55 57; 65 37 56; 66 29 48; 67 30 49; 68 31 50; 69 32
51;
70 33 52; 71 34 53; 72 35 54; 73 36 205; 74 38 57; 75 67 68; 76 68 69;
77 69 70; 78 70 71; 79 71 72; 80 72 73; 81 73 74; 82 59 67; 83 60 68; 84 61
69;
85 62 70; 86 63 71; 87 64 72; 88 65 73; 90 67 75; 91 74 76; 93 56 75; 94 48
67;
95 49 68; 96 50 69; 97 51 70; 98 52 71; 99 53 72; 100 54 73; 101 55 203;
102 57 76; 103 86 87; 104 87 88; 105 88 89; 106 89 90; 107 90 91; 108 91
92;
109 92 93; 110 78 86; 111 79 87; 112 80 88; 113 81 89; 114 82 90; 115 83
91;
116 84 92; 118 86 94; 119 93 95; 120 94 96; 121 75 94; 122 67 86; 123 68
87;
124 69 88; 125 70 89; 126 71 90; 127 72 91; 128 73 92; 129 74 201; 130 76
95;
131 105 106; 132 106 107; 133 107 108; 134 108 109; 135 109 110; 136
110 111;
137 111 112; 138 97 105; 139 98 106; 140 99 107; 141 100 108; 142 101
109;
143 102 110; 144 103 111; 146 105 113; 147 112 114; 149 94 113; 150 86
105;
151 87 106; 152 88 107; 153 89 108; 154 90 109; 155 91 110; 156 92 111;
157 93 199; 158 95 114; 159 124 125; 160 125 126; 161 126 127; 162 127
128;
163 128 129; 164 129 130; 165 130 131; 166 116 124; 167 117 125; 168
118 126;

169 119 127; 170 120 128; 171 121 129; 172 122 130; 174 124 132; 175
131 133;
177 113 132; 178 105 124; 179 106 125; 180 107 126; 181 108 127; 182
109 128;
183 110 129; 184 111 130; 185 112 197; 186 114 133; 187 143 144; 188
144 145;
189 145 146; 190 146 147; 191 147 148; 192 148 149; 193 149 150; 194
135 143;
195 136 144; 196 137 145; 197 138 146; 198 139 147; 199 140 148; 200
141 149;
202 143 151; 203 150 152; 205 132 151; 206 124 143; 207 125 144; 208
126 145;
209 127 146; 210 128 147; 211 129 148; 212 130 149; 213 131 195; 214
133 152;
215 162 163; 216 163 164; 217 164 165; 218 165 166; 219 166 167; 220
167 168;
221 168 169; 222 154 162; 223 155 163; 224 156 164; 225 157 165; 226
158 166;
227 159 167; 228 160 168; 230 162 170; 231 169 171; 232 170 172; 233
151 170;
234 143 162; 235 144 163; 236 145 164; 237 146 165; 238 147 166; 239
148 167;
240 149 168; 241 150 193; 242 152 171; 243 181 182; 244 182 183; 245
183 184;
246 184 185; 247 185 186; 248 186 187; 249 187 188; 250 173 181; 251
174 182;
252 175 183; 253 176 184; 254 177 185; 255 178 186; 256 179 187; 258
181 189;
259 188 190; 261 170 189; 262 162 181; 263 163 182; 264 164 183; 265
165 184;
266 166 185; 267 167 186; 268 168 187; 269 169 191; 270 171 190; 271
188 180;
272 169 161; 273 150 142; 274 131 123; 275 112 104; 276 93 85; 277 74
66;

278 55 47; 279 36 28; 280 16 8; 281 191 188; 283 193 169; 285 195 150;
287 197 131; 289 199 112; 291 201 93; 293 203 74; 295 205 55; 297 207
36;
START GROUP DEFINITION
MEMBER
_APILE 8 26 54 82 110 138 166 194 222 250
_BPILE 9 27 55 83 111 139 167 195 223 251
_CPILE 10 28 56 84 112 140 168 196 224 252
_DPILE 11 29 57 85 113 141 169 197 225 253
_EPILE 12 30 58 86 114 142 170 198 226 254
_FPILE 13 31 59 87 115 143 171 199 227 255
_GPILE 14 32 60 88 116 144 172 200 228 256
_HPILE 271 TO 280
_LB-1 37 65 93 121 149 177 205 233 261
_LB-2 38 66 94 122 150 178 206 234 262
_LB-3 39 67 95 123 151 179 207 235 263
_LB-4 40 68 96 124 152 180 208 236 264
_LB-5 41 69 97 125 153 181 209 237 265
_LB-6 42 70 98 126 154 182 210 238 266
_LB-7 43 71 99 127 155 183 211 239 267
_LB-8 44 72 100 128 156 184 212 240 268
_LB-9 45 73 101 129 157 185 213 241 269 281 283 285 287 289 291 293
295 297
_LB-10 46 74 102 130 158 186 214 242 270
_MB-1 243 TO 249 258 259
_MB-2 215 TO 221 230 231
_MB-3 187 TO 193 202 203
_MB-4 159 TO 165 174 175
_MB-5 131 TO 137 146 147
_MB-6 103 TO 109 118 119
_MB-7 75 TO 81 90 91
_MB-8 47 TO 53 62 63
_MB-9 19 TO 25 34 35
_MB-10 1 TO 7 16 17

* ALL MB SELECT TOGATHER BELOW
_MB 1 TO 7 16 17 19 TO 25 34 35 47 TO 53 62 63 75 TO 81 90 91 103 TO
109 118 -
119 131 TO 137 146 147 159 TO 165 174 175 187 TO 193 202 203 215 TO
221 230 -
231 243 TO 249 258 259
* ALL LB SELECT TOGATHER BELOW EXCEPT CRANE
_LB 37 39 40 42 TO 46 65 67 68 70 TO 74 93 95 96 98 TO 102 121 123 124
126 -
127 TO 130 149 151 152 154 TO 158 177 179 180 182 TO 186 205 207 208
-
210 TO 214 233 235 236 238 TO 242 261 263 264 266 TO 270 281 283 285
287 -
289 291 293 295 297
* FOR CRANE LB(A & D)
_LB_A 38 66 94 122 150 178 206 234 262
_LB_D 41 69 97 125 153 181 209 237 265
_LB_CRANE 38 66 94 122 150 178 206 234 262 41 69 97 125 153 181 209
237 265
END GROUP DEFINITION
DEFINE MATERIAL START
ISOTROPIC CONCRETE
E 2.17185e+007
POISSON 0.17
DENSITY 23.5616
ALPHA 1e-005
DAMP 0.05
END DEFINE MATERIAL
MEMBER PROPERTY AMERICAN
8 11 26 29 54 57 82 85 110 113 138 141 166 169 194 197 222 225 250 -
253 PRIS YD 1.4
9 10 12 TO 14 27 28 30 TO 32 55 56 58 TO 60 83 84 86 TO 88 111 112 -
114 TO 116 139 140 142 TO 144 167 168 170 TO 172 195 196 198 TO 200
223 224 -

226 TO 228 251 252 254 TO 256 271 TO 280 PRIS YD 1.3
1 TO 7 16 17 19 TO 25 34 35 37 TO 53 62 63 65 TO 81 90 91 93 TO 109
118 119 -
121 TO 137 146 147 149 TO 165 174 175 177 TO 193 202 203 205 TO 221
230 231 -
233 TO 249 258 259 261 TO 270 281 283 285 287 289 291 293 295 -
297 PRIS YD 1.8 ZD 1.3
36 120 232 PRIS YD 1.2 ZD 3
CONSTANTS
MATERIAL CONCRETE ALL
SUPPORTS
1 TO 8 21 TO 28 40 TO 47 59 TO 66 78 TO 85 97 TO 104 116 TO 123 135
TO 142 -
154 TO 161 173 TO 180 FIXED
DEFINE MOVING LOAD
TYPE 1 LOAD 540 540 540 540 540 540 540 540 540 540 540 540 510 510
510 510 510 -
510 510 510 510 510 510 510
DIST 1.2 1.52 1.2 1.52 1.2 1.52 1.2 1.52 1.2 1.52 1.2 7.4 1.2 1.52 1.2 1.52
1.2 -
1.52 1.2 1.52 1.2 1.52 1.2
TYPE 2 LOAD 650 650 650 650 650 650 650 650 650 650 650 650 615 615
615 615 615 615 615 615 615 615 615 615
DIST 1.2 1.52 1.2 1.52 1.2 1.52 1.2 1.52 1.2 1.52 1.2 7.4 1.2 1.52 1.2 1.52
1.2 1.52 1.2 1.52 1.2 1.52 1.2
LOAD 1 DEAD LOAD
*Dead load of (piles + beams + fender walls)
SELFWEIGHT Y -1
*Dead load of (slab)
FLOOR LOAD
YRANGE 0 8.4 FLOAD -12.5 XRANGE -2.5 52.5 ZRANGE 0 63 GY
*DEAD LOAD OF PILE CAP
JOINT LOAD

9 TO 16 29 TO 36 48 TO 55 67 TO 74 86 TO 93 105 TO 112 124 TO 131
143 TO 150 -
162 TO 169 181 TO 188 FY -60
LOAD 2 LIVE LOAD
FLOOR LOAD
YRANGE 0 8.4 FLOAD -50 XRANGE -2.5 52.5 ZRANGE 0 63 GY
LOAD 3 BERTHING LOAD 1
MEMBER LOAD
36 CON GX 1500 4.2 0
MEMBER LOAD
120 CON GX 1500 4.2 0
MEMBER LOAD
232 CON GX 1500 4.2 0
LOAD 6 MOORING LOAD 1
JOINT LOAD
37 FX -1000 MZ 500
JOINT LOAD
170 FX -1000 MZ 500
JOINT LOAD
94 FX -1000 MZ 500
LOAD 9 SEISMIC LOAD X
*SEISMIC LOAD = Ahx * Dead Load = 0.063 x 1 = 0.063 kN/sq.m
*AFTER ADDING LAST ROW WITH PILES AT 3.5m
*seismic load = Ahx * Dead Load = 0.070 x 1 = 0.070
SELFWEIGHT X 0.063
*SEISMIC LOAD = Ahx * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) =
0.063 x 12.5 kN/sq.m = 0.79 kN/sq.m

*SEISMIC LOAD = Ahx * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) =
0.070 x 12.5 kN/sq.m = 0.88 kN/sq.m
FLOOR LOAD
YRANGE 0 8.4 FLOAD 0.79 XRANGE -2.5 52.5 ZRANGE 0 63 GX
*SEISMIC LOAD of pile cap = Ahx * load of each pile cap = 0.063 x 60 kN =
3.8 kN
*SEISMIC LOAD of pile cap = Ahx * load of each pile cap = 0.070 x 60 kN =
4.2 kN
JOINT LOAD
9 TO 16 29 TO 36 48 TO 55 67 TO 74 86 TO 93 105 TO 112 124 TO 131
143 TO 150 -
162 TO 169 181 TO 188 FX 3.8
* LIVE LOAD
*SEISMIC LOAD = Ahx * live Load = 0.063 x 25 kN/sq.m = 1.6 kN/sq.m
*SEISMIC LOAD = Ahx * live Load = 0.070 x 25 kN/sq.m = 1.75 kN/sq.m
FLOOR LOAD
LOAD 10 SEISMIC LOAD - X
*SEISMIC LOAD = Ahx * Dead Load = 0.063 x -1 = -0.063 kN/sq.m
*SEISMIC LOAD = Ahx * Dead Load = 0.070 x -1 = -0.070 kN/sq.m
SELFWEIGHT X -0.063
*SEISMIC LOAD = Ahx * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) = -
0.063 x 12.5 kN/sq.m = -0.79 kN/sq.m
*SEISMIC LOAD = Ahx * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) = -
0.070 x 12.5 kN/sq.m = -0.88 kN/sq.m
FLOOR LOAD
YRANGE 0 8.4 FLOAD -0.79 XRANGE -2.5 52.5 ZRANGE 0 63 GX

*SEISMIC LOAD of pile cap = Ahx * load of each pile cap = -0.063 x 60 kN =
-3.8 kN
*SEISMIC LOAD of pile cap = Ahx * load of each pile cap = -0.070 x 60 kN =
-4.2 kN
JOINT LOAD
9 TO 16 29 TO 36 48 TO 55 67 TO 74 86 TO 93 105 TO 112 124 TO 131
143 TO 150 -
162 TO 169 181 TO 188 FX -3.8
* LIVE LOAD
*SEISMIC LOAD = Ahx * live Load = -0.063 x 25 kN/sq.m = -1.6 kN/sq.m
*SEISMIC LOAD = Ahx * live Load = -0.070 x 25 kN/sq.m = -1.75 kN/sq.m
FLOOR LOAD
LOAD 11 SEISMIC LOAD Z
*SEISMIC LOAD = Ahz * Dead Load = 0.081 x 1 = 0.081 kN/sq.m
*SEISMIC LOAD = Ahz * Dead Load = 0.094 x 1 = 0.094 kN/sq.m
SELFWEIGHT Z 0.081
*SEISMIC LOAD = Ahz * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) =
0.081 x 12.5 kN/sq.m = 1.1 kN/sq.m
*SEISMIC LOAD = Ahz * Self wt of Slab(0.5 x 25 kN/cu.m=12.5 kN/sq.m) =
0.094 x 12.5 kN/sq.m = 1.175 kN/sq.m
FLOOR LOAD
YRANGE 0 8.4 FLOAD 1.1 XRANGE -2.5 52.5 ZRANGE 0 63 GZ
*SEISMIC LOAD of pile cap = Ahz * load of each pile cap = 0.081 x 60 kN =
4.86 kN
*SEISMIC LOAD of pile cap = Ahz * load of each pile cap = 0.094 x 60 kN =
5.64 kN
JOINT LOAD

9 TO 16 29 TO 36 48 TO 55 67 TO 74 86 TO 93 105 TO 112 124 TO 131
143 TO 150 -
162 TO 169 181 TO 188 FZ 4.86
* LIVE LOAD
*SEISMIC LOAD = Ahz * live Load = 0.081 x 25 kN/sq.m = 2.1 kN/sq.m
*SEISMIC LOAD = Ahz * live Load = 0.094 x 25 kN/sq.m = 2.35 kN/sq.m
FLOOR LOAD
LOAD 12 SEISMIC LOAD - Z
*SEISMIC LOAD = Ahz * Dead Load = 0.081 x -1 = -0.081 kN/sq.m
*SEISMIC LOAD = Ahz * Dead Load = 0.094 x -1 = -0.094 kN/sq.m
SELFWEIGHT Z -0.081
*SEISMIC LOAD = Ahz * Self wt of Slab(0.5 x -25 kN/cu.m=-12.5 kN/sq.m) =
0.081 x -12.5 kN/sq.m = -1.1 kN/sq.m
*SEISMIC LOAD = Ahz * Self wt of Slab(0.5 x -25 kN/cu.m=-12.5 kN/sq.m) =
0.094 x -12.5 kN/sq.m = -1.175 kN/sq.m
FLOOR LOAD
YRANGE 0 8.4 FLOAD -1.1 XRANGE -2.5 52.5 ZRANGE 0 63 GZ
*SEISMIC LOAD of pile cap = Ahz * load of each pile cap = 0.081 x -60 kN =
-4.86 kN
*SEISMIC LOAD of pile cap = Ahz * load of each pile cap = 0.094 x -60 kN =
-5.64 kN
JOINT LOAD
9 TO 16 29 TO 36 48 TO 55 67 TO 74 86 TO 93 105 TO 112 124 TO 131
143 TO 150 -
162 TO 169 181 TO 188 FZ -4.86
* LIVE LOAD
*SEISMIC LOAD = Ahz * live Load = 0.081 x -25 kN/sq.m = -2.1 kN/sq.m
*SEISMIC LOAD = Ahz * live Load = 0.094 x -25 kN/sq.m = -2.35 kN/sq.m

FLOOR LOAD
LOAD 13 WATER CURRENT_HIGH TIDE
MEMBER LOAD
8 26 54 82 110 138 166 194 222 250 TRAP GZ 0 1.96 6.3 26.86
MEMBER LOAD
9 27 55 83 111 139 167 195 223 251 TRAP GZ 0 1.82 5.85 24.25
MEMBER LOAD
10 28 56 84 112 140 168 196 224 252 TRAP GZ 0 1.82 5.85 22.08
MEMBER LOAD
11 29 57 85 113 141 169 197 225 253 TRAP GZ 0 1.96 6.3 20.23
MEMBER LOAD
12 30 58 86 114 142 170 198 226 254 TRAP GZ 0 1.82 5.85 17.28
MEMBER LOAD
13 31 59 87 115 143 171 199 227 255 TRAP GZ 0 1.82 5.85 14.78
MEMBER LOAD
14 32 60 88 116 144 172 200 228 256 TRAP GZ 0 1.82 5.85 12.25
LOAD 14 WATER CURRENT_LOW TIDE
MEMBER LOAD
8 26 54 82 110 138 166 194 222 250 TRAP GZ 0 1.96 6.3 20.46
MEMBER LOAD
9 27 55 83 111 139 167 195 223 251 TRAP GZ 0 1.82 5.85 17.85
MEMBER LOAD
10 28 56 84 112 140 168 196 224 252 TRAP GZ 0 1.82 5.85 15.68
MEMBER LOAD
11 29 57 85 113 141 169 197 225 253 TRAP GZ 0 1.96 6.3 13.83
MEMBER LOAD
12 30 58 86 114 142 170 198 226 254 TRAP GZ 0 1.82 5.85 10.88
MEMBER LOAD
13 31 59 87 115 143 171 199 227 255 TRAP GZ 0 1.82 5.85 8.38
MEMBER LOAD
14 32 60 88 116 144 172 200 228 256 TRAP GZ 0 1.82 5.85 5.86
LOAD 15 WALL LOAD
JOINT LOAD

16 36 55 74 93 112 131 150 169 188 FY -933
LOAD 16 EARTH PRESSURE
MEMBER LOAD
272 TO 279 TRAP GX -150 -396 0 5.93
MEMBER LOAD
271 280 TRAP GX -75 -198 0 5.93
LOAD 17 DIFFERENTIAL WATER PRESSURE FROM SEA SIDE
MEMBER LOAD
272 TO 279 TRAP GX 0 245 8.4 11.78
MEMBER LOAD
271 280 TRAP GX 0 122.5 8.4 11.78
LOAD 18 DIFFERENTIAL WATER PRESSURE FROM LAND SIDE
MEMBER LOAD
272 TO 279 TRAP GX 0 -364 6.8 11.78
MEMBER LOAD
271 280 TRAP GX 0 -182 6.8 11.78
LOAD 19 WIND PRESSURE AT LOW TIDE_NO VESSEL_CYCLONE
MEMBER LOAD
36 120 232 UNI GX -3.6 0 8.4
8 26 54 82 138 166 194 250 UNI GX -1.7 8.4
LOAD 501 ADDING PREVIOUSLY DEFINED LOADS 1 2 13 15 16 17 18

REPEAT LOAD
1 1.0 2 1.0 13 1.0 15 1.0 16 1.0 17 1.0 18 1.0
LOAD GENERATION 101
TYPE 1 0 8.4 -37 ZINC 1
LOAD 701 ADDING PREVIOUSLY DEFINED LOADS 1 2 13 15 16 17 18
REPEAT LOAD
1 1.0 2 1.0 13 1.0 15 1.0 16 1.0 17 1.0 18 1.0
LOAD GENERATION 101
TYPE 2 0 8.4 -37 ZINC 1

***************************************************************************
*LIMIT STATE OF SERVICEABILITY
***************************************************************************
LOAD COMB 101 1.0DL + 1.0LL + 1.0EP + 1.0DWP(SEA) +
1.0DWP(LAND) + 1.0BF1
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 3 1.0
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 4 1.0
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 5 1.0
1.0DWP(LAND) + 1.0MF1
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 6 1.0
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 7 1.0
1 1.0 2 1.0 16 1.0 17 1.0 18 1.0 8 1.0

***************************************************************************
*LIMIT STATE OF COLLAPSE
***************************************************************************
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 3 1.5
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 4 1.5
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 5 1.5
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 6 1.5
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 7 1.5
1 1.5 2 1.5 16 1.0 17 1.0 18 1.0 8 1.5
1.2DWP(LAND)
1 1.2 2 1.2 16 1.0 17 1.2 18 1.2
1.2DWP(LAND)
1 0.9 2 0.9 16 1.0 17 1.2 18 1.2
1.0DWP(LAND) + 1.5SF (+X)
1 1.2 2 1.2 16 1.0 17 1.0 18 1.0 9 1.5
1.0DWP(LAND) + 1.5SF (-X)
1 1.2 2 1.2 16 1.0 17 1.0 18 1.0 10 1.5

1.0DWP(LAND) + 1.5SF (+Z)
1 1.2 2 1.2 16 1.0 17 1.0 18 1.0 11 1.5
1.0DWP(LAND) + 1.5SF (-Z)
1 1.2 2 1.2 16 1.0 17 1.0 18 1.0 12 1.5
1.0DWP(LAND) + 1.5SF (+X)
1 0.9 2 0.9 16 1.0 17 1.0 18 1.0 9 1.5
1.0DWP(LAND) + 1.5SF (-X)
1 0.9 2 0.9 16 1.0 17 1.0 18 1.0 10 1.5
1.0DWP(LAND) + 1.5SF (+Z)
1 0.9 2 0.9 16 1.0 17 1.0 18 1.0 11 1.5
1.0DWP(LAND) + 1.5SF (-Z)
1 0.9 2 0.9 16 1.0 17 1.0 18 1.0 12 1.5
PERFORM ANALYSIS PRINT STATICS CHECK
LOAD LIST 201 TO 216
PRINT MEMBER FORCES LIST 11 29 57 85 113 141 169 197 225 253
FINISH

6.6 Dynamic Analysis of Berth Structure and Results
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.
The fundamental time period has been adopted corresponding to mode

shape with more than 90% mass participating in particular mode.
Tx = 1.90 seconds
Tz = 1.50 seconds

7 STRUCURAL ANALYSIS OUTPUT
7.1 Support Reactions for ‘A’ & ‘D’ Row piles
Table 7.1: Support Reactions (All loads except crane)
Table 7.2: Support Reactions (Only due to crane load)

7.2 Support Reactions for B, C, E, F, G Row piles
Table 7.3: Support Reactions (All loads)

7.3 Summary of forces for Structural design of Pile
Table 7.4: A & D Row Pile (All loads except crane)
Table 7.5: A & D Row Pile (Only due to crane load)

Table 7.6: B-Row Pile (All loads)
Table 7.7: C-Row Pile (All loads)

Table 7.8: E-Row Pile (All loads)
Table 7.9: F-Row Pile (All loads)

Table 7.10: G-Row Pile (All loads)
Table 7.11: H-Row Pile (All loads)

7.4 Summary of forces for Beam Design
7.4.1 Longitudinal Crane Beam
Table 7.12: Longitudinal Crane Beam (All loads except crane)
Table 7.13: Longitudinal Crane Beam (Only due to crane load)

7.4.2 Longitudinal Intermediate Beam
Table 7.14: Longitudinal Intermediate Beam (All loads)
7.4.3 Transverse Beam (All Grids)
Table 7.15: Transverse Cross Beam (All loads)

7.4.4 Facia Beam
Table 7.16: Facia Beam (All loads)

8 FORCES CONSIDERED FOR DESIGN
8.1 Design forces for piles
Group Dia of Row of Pu (KN) Mu (KNm) Pu for Mu for

Pile Piles From Staad From Staad Design Design
Group 1 1.4m A&D 4750 4530 4750 4530
(No Crane) + +
1430 218
Group 1 1.4m A&D 1430 218 = 6180 = 4748
(Crane)
Group 2 1.3m B 3830 3773 3830 3773
Group 2 1.3m C 4050 3990 4050 3990
Group 2 1.3m E 5570 4630 5570 4630
Group 2 1.3m F 5560 5020 5560 5020
Group 2 1.3m G 4720 6780 4720 6780
Group 3 1.3m H 4150 11400 4150 11400
8.2 Design forces for beams
Group Beam Type B.M (Sagging) B.M (Hogging) Shear Force

KN-m KN-m KN
From Staad From Staad From Staad
Group 1 Long Beam 4310 4910 2330
(No Crane)
Group 2 Long Beam 4452 6690 4340
(Crane)
Group 3 Main Beam 5560 10400 2490
Group 4 Facia Beam 364 9450 2250

9 DESIGN OF STRUCTURAL MEMBERS
9.1 Structural design of piles
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 1 A 1400 0.079 0.067 0.046 1.84 36 27.83 30 1.98
GROUP 2 B 1300 0.057 0.060 0.04 1.6 36 21.86 24 1.84
GROUP 3 C 1300 0.060 0.060 0.038 1.52 36 20.82 24 1.84
GROUP 4 D 1000
GROUP 5 E 1300 0.082 0.066 0.032 1.28 36 17.69 24 1.84
GROUP 6 F 1300 0.082 0.067 0.032 1.28 36 17.69 24 1.84
GROUP 7 G 1300 0.070 0.083 0.05 2 36 27.08 28 2.15
GROUP 8 H 1300 0.061 0.130 0.116 4.64 36 61.51 62 4.75

9.2 Structural design of beams
9.2.1 Longitudinal Beam (Non Crane)
Span Moment(Staad Analysis) 4310 kN.m

Support Moment(Staad Analysis) 4910 kN.m
Factored Shear Force 2330 kN
Width of Beam 1300 mm
Depth of Beam 1500 mm
Depth of Slab 500 mm
Steel Grade 500 N/Sq.mm
Concrete Grade 40 N/Sq.mm
Dia of Bar to be Used(D1) 36 mm
Specify % of side reinf 0.05
Cover 100 mm
Bar Dia for Stirrup 12 mm
Design shear strength of concrete,
0.4 N/sqmm
(Refer IS-456, Pg. 73)
No Of Legged Stirrups 4 nos
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
Stirrups
Diameter of Stirrups: 12 mm
Spacing of Stirrups: 171 mm 4 Legged Stirrrups
Side Face Reinforcement

Diameter of Bars: 12 mm
No of Bars on Each Face: 8 Nos

9.2.2 Longitudinal Beam (Crane)

Cover 100 mm
0.4 N/sqmm
Bottom Steel
Top Steel
Dia of Bars: 36 mm
No of Bars: 13 Nos
Stirrups
Spacing of Stirrups: 76 mm 4 Legged Stirrru


9.2.3 Main (Cross) Beam

Cover 100 mm
0.44 N/sqmm
Bottom Steel
Top Steel
Dia of Bars: 36 mm
No of Bars: 17 Nos
Stirrups
Spacing of Stirrups: 153 mm 4 Legged Stirrrup


9.2.4 Facia Beam

Cover 100 mm
0.5 N/sqmm
Bottom Steel
Top Steel
Dia of Bars: 36 mm
No of Bars: 24 Nos
Stirrups
Spacing of Stirrups: 300 mm 6 Legged Stirrrup


9.3 Pile capacity calculations
9.3.1 For
PILE 1400mmCALCULATION
CAPACITY diameter FOR 1400 mm PILE
Maximum axial load in piles = 11360 KN

Dredge level = (-) 15.1 m
Founding level = (-) 33 m
Diameter of pile = 1.4 m
Skin Frictional Resistance

From level 16.50 to 20.70
Type of soil VERY STIFF TO HARD GREYISH CLAY
Length of segment (L) = 4.20 m
Friction capacity Qf = αCAs
Reduction factor α = 0.3
Average cohesion C = 200 KN/m2
Surface area of pile stem As = 3.14*1.4*4.2
= 18.46 m2
Qsf1 = 1108 KN

Type of soil VERY STIFF TO HARD REDDISH BROWN CLAY
= 46.60 M2
Qsf2 = 2796 KN

Type of soil DENSE TO VERY DENSE YELLOWISH BROWN SILTY SAND
Friction capacity Qs = Kpdi tanδAsi

Submerged weight of soil ϒ' = 8 KN/m3
Coefficient of Earth Pressure K = 1.5
Effective Overburden Pressure Pdi = 204 KN/m2
Base pressure is limited to depth (15 D) = 21 m
Limiting Overburden Pressure Pdi = 168 KN/m2
Angle of wall friction b/w pile & soil δ = 39 degree
0.68068 radian
Surface area of pile stem Asi = 3.14*1.4*2
47.0 m2
Qsf3 = 1.5*168*tan(K41)*8.8
9598.67 KN

Total Ult Skin Frictional Resistance of the soil Qsf = Qsf1+Qsf2+Qsf3
Qsf = 13502 KN
End Bearing Resistance Qeb = Ap(0.5*D*ϒ*Nϒ+Pdi*Nq)

Diameter of the pile D = 1.4 m
Cross sectional area of pile toe Ap = 1.5386 m2
(IS : 6403-1981) Table-1 Nq = 58.02
(IS : 6403-1981) Table-1 Nϒ = 97.13
Effective Overburden Pressure Pdi = 204 KN/m2
Qeb = 19047.9 KN
Total Ultimate Bearing Capacity Qu = 32550 KN

Safe capacity = 13020.1 KN
11360 < 13020 KN

9.3.2 For 1300mm diameter
PILE CAPACITY CALCULATION FOR 1300 mm PILE
Maximum axial load in piles = 4951 KN

Dredge level = (-) 15.10 m
Founding level = (-) 33 m
Diameter of pile = 1.3 m
Skin Frictional Resistance

Type of soil VERY STIFF TO HARD GREYISH CLAY
= 17.14 m2
Qsf1 = 1029 KN

Type of soil VERY STIFF TO HARD REDDISH BROWN CLAY
= 43.27 M2
Qsf2 = 2596 KN

Type of soil DENSE TO VERY DENSE YELLOWISH BROWN SILTY SAND
Friction capacity Qs = Kpdi tanδAsi

Coefficient of Earth Pressure K = 1.5
Effective Overburden Pressure Pdi = 126.4 KN/m2
Base pressure is limited to depth (15 D) = 19.5 m
Limiting Overburden Pressure Pdi = 156 KN/m2
Angle of wall friction b/w pile & soil δ = 39 degree
0.68068 radian
Surface area of pile stem Asi = 3.14*1.3*2
43.68 m2
Qsf3 = 1.5*156*tan39*8.16
8276.41 KN

Total Ult Skin Frictional Resistance of the soil Qsf = Qsf1+Qsf2+Qsf3
Qsf = 11901 KN
End Bearing Resistance Qeb = Ap(0.5*D*ϒ*Nϒ+Pdi*Nq)

Diameter of the pile D = 1.3 m
Cross sectional area of pile toe Ap = 1.32665 m2
(IS : 6403-1981) Table-1 Nq = 58.02
(IS : 6403-1981) Table-1 Nϒ = 97.13
Effective Overburden Pressure Pdi = 161.2 KN/m2
Qeb = 13078 KN
Total Ultimate Bearing Capacity Qu = 24979.2 KN

Safe capacity = 9991.68 KN
4951 < 9991.68 KN

10 CONSTRUCTION OF MULTIPURPOSE TERMINAL AT SITE
10.1 Site Experience
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.
Before being deputed at site, preliminary knowledge was gained at IIT

Chennai for three months about the Kandla project and the introduction to
design aspects of maritime structures and design of wet basin project on
A&N island.
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

longitudinal direction is 7m and in transverse direction is varying from 6.5m
to 7m.
10.2 Terminal Layout and Structural Elements
Part plan of the terminal under construction is shown in figure 10.2(a) below.
Figure 10.2 (a): Part Plan of berth.
10.3 Construction Sequence
The Construction of this berth is a long procedure which will take

approximately 18 months to complete. The various stages involved in the
construction are explained stagewise as below.
Stage 1: Location Survey and initial Platform arrangement.
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

required distance on the platform. Thus as the location is given by a person
on theodolite, the Pile driving machine is shifted in such a way that it falls
exactly above the Pile location.
Stage 2: Pile Driving Process.

In this stage the Piles are Bored into the sea with the help of Pile driving rig.
As the boring phenomena starts and progresses the MS Liners are inserted
into bore hole so that the sides of the bore holes remained maintained.
During the process of pile driving bentonite slurry is circulated so that the
sides of the bore get defined in a proper way and the problem of soil being
gushed into the bore hole is eliminated. The Mild steel liner (made from 5 to
6mm thick plates) are moulded in circular fashion according to pile diameter
at the yard and is transported to the pile driving rig with the help of crane as
shown below in Figure. 10.3(a).
Figure 10.3(a) : Preparation of mild steel liners at site.

Once the liners have been installed in the surrounding piles the bore hole is
again cleaned with the Bentonite slurry and water and the reinforcement
cage of the particular pile is lowered into the bore hole and the tremie
concreting starts. After the concreting has reached the desired level the Piles
are cutoff at that level by stopping the concreting and the liners are also
cutoff at that level. Then the Piling gantry machine proceeds further for next
operation of pile driving as explained earlier. It should be noted that Piles
have been casted and for immediate support cross bracing are given for
lateral support in order to avoid premature failure. The Piles which have
been casted with concrete and cutoff at desired level and the pile driving rig
on gantry working ahead is shown in Figure. 3.3(b) below.
Figure 10.3(b): Piles already concreted and Pile driving process.
Stage 3: Construction of Pre-cast Members at Site.
In such type of structure it is not possible to have 100% cast-in-situ structure,

and hence in order to have integrity between the sub-structure and super
structure we are opting for partly cast-in-situ and partly pre-cast structure so
that one can achieve the bond and also it should be noted that no shuttering
is possible for slab and beam, as there is no firm ground available to support

the formwork. Hence several member of the superstructure are pre-cast
partly and then transported to site and placed carefully at the desired
location and then the cast-in-situ portion is casted with the help of concrete
being directly pumped from the batching plant. The following figure. 10.3(c)
shows the Casting of Pre-cast beams being casted and cured at site.
Figure 10.3(c): Casting of Pre-cast members in the yard.
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.

Figure 10.3(d) : Transportation of Pre-cast Beams from the yard to
site.
Stage 4: Placement of Pre-cast members at site.
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)

Figure 10.3(e): Placement of Pre-cast members at site.

Stage 5: Concreting of Cast-in-situ Deck at site.
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).
Figure 10.3(f) : Concrete Batching Plant in the Yard
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.

Figure 10.3(g) : Concrete through Pipe for Deck concreting
Stage 6: Final Wearing Coat
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.

11 DRAWINGS
11.1 General arrangement drawing
11.2 Layout and Cross-Section
11.3 Pile Details
11.4 Beam Details


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Design of Berthing Structures

Design of 13th Cargo Berth

Maharashtra Institute of Technology, Pune

3 PROJECT DESCRIPTION AND DESIGN CRITERIA 17

-i- M.E Civil (Structural Engineering) MIT, Pune

6 ANALYSIS OF BERTHING STRUCTURE USING SOFTWARE 43

7 STRUCURAL ANALYSIS OUTPUT 62

8 FORCES CONSIDERED FOR DESIGN 71

9 DESIGN OF STRUCTURAL MEMBERS 72

- ii - M.E Civil (Structural Engineering) MIT, Pune

10 CONSTRUCTION OF MULTIPURPOSE TERMINAL AT SITE 81

- iii - M.E Civil (Structural Engineering) MIT, Pune

1.1 History of Port Growth and Maritime Industry

The history of the port growth is a fascinating and interesting subject. It

1.2 Indian Scenario for Maritime Industry.

India has an extensive coastline of about 6oookms, a fairly large

-1- M.E Civil (Structural Engineering) MIT, Pune

Table 1.2 : Intermediate and minor ports of India

And.& Nico. - 0 19 19 0.660

1.3 Berthing Structures

Berths/Jetties in the harbour are components of transportation

-2- M.E Civil (Structural Engineering) MIT, Pune

-3- M.E Civil (Structural Engineering) MIT, Pune

A port development has several components to make any Port fully

Berths, Quay Walls and Jetty

2.1 Berths, Quay walls, jetties and their functions.

-4- M.E Civil (Structural Engineering) MIT, Pune

Figure 2.1(a) : Cross section - Continuous Wharf (open piled structure)

Figure2.1(b): Diaphragm type Retaining Wall with tie back system

-5- M.E Civil (Structural Engineering) MIT, Pune

In order to design the berths or jetties, it is important to understand the

Gross Registered Tonnage:

Usually designed as GRT, is broadly the capacity in cubic feet of the

Net Registered Tonnage:

Usually designated as NRT, is derived from the gross tonnage by

Dead Weight Tonnage:

Usually designated as DWT, is the weight in tons (of 2240lb) of cargo,

-6- M.E Civil (Structural Engineering) MIT, Pune

When an approaching vessel (ship) strikes a berth, a horizontal force acts

A dock is a general term used to describe a marine structure for the

One or more berths continuously bordering on and in contact with a land

Same as quay, although there seems to be a tendency to use this term

-7- M.E Civil (Structural Engineering) MIT, Pune

-8- M.E Civil (Structural Engineering) MIT, Pune

2.3 Types of Terminals

 Conventional general cargo terminals

 Dry bulk terminals, such as for:

-9- M.E Civil (Structural Engineering) MIT, Pune

The conventional general cargo terminal is one of the oldest and,

The difference between a modern general cargo terminal and a multi-

- 10 - M.E Civil (Structural Engineering) MIT, Pune

Contrary to Ro/Ro terminals the storage of containers on the container

Liquid Bulk Terminal

- 12 - M.E Civil (Structural Engineering) MIT, Pune

Dry Bulk Terminal

- 13 - M.E Civil (Structural Engineering) MIT, Pune

Modern fruit terminals are characterised by refrigerated warehouses, which

- 14 - M.E Civil (Structural Engineering) MIT, Pune

Inland Barge Terminal

(Passenger) Ferry and Cruise Terminal

- 15 - M.E Civil (Structural Engineering) MIT, Pune

The design aspects to be considered for designing the berth depends

- 16 - M.E Civil (Structural Engineering) MIT, Pune

Therefore, Unconfined Compression Strength, qu = 2C = 2150