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IRJET- Analysis and Design of Berthing Structure
1.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1623 Analysis and Design of Berthing Structure Varuna Belagavi1, Prof. Kashinath B Rugi2 1P. G. Student, Department of Civil Engineering, Govt. Engineering College, Devagiri, Haveri, Karnataka, India 2Assistant Professor, Department of Civil Engineering, Govt. Engineering College, Devagiri, Haveri, Karnataka, India ----------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - The structures which are constructed for the intention of berthing and mooring of vessels to facilitate loading and unloading of cargo and also for embarking and disembarking of passengers or vehicles etc. is called berthing structure. Various factors influence the analysis and design of the berthing structures. The berthing structures are designed for dead load, live load, berthing force, mooring force, earthquake load and other environmental loading due to winds, waves, currents etc. In the present study, a proposed berthing structure in Belekeri port is taken for analysis and design. All suitable data are collected like geotechnical data, environmental data, and traffic forecasting data from the Karwar region. By using all these data, we planned and modelled a structure. After that we calculated various loads induced on structure and we analyzed the modelled structure in STAAD Pro V8i software. The present study is an attempt to observe the changes in design for five different cases in which pile founding level are varied with respect to assumed model in which the pile founding level is same for all the piles. Also the design variations are tabulated for each case. The results are shown in tables and graphical forms in the discussions. Key Words: Berthing structure, Cargo, Load, Earthquake, STAAD-Pro. 1. INTRODUCTION The transportation part is an strong aspect in terms of financial and regional balanced development, as well as also having a excessive influence on national integration to the global financial market. A seaport is a facility consisting one or more harbour’s where ships can dock andpeopleorcargo are transport to or from land. Thus, sea ports form vital sub system of the entire transportation firm. Harbours are handling almost 82% of an world’s occupation, thus its size and capability will influence in accession and also financial potential of any seaside country. India haveanlongseashore of length across seven thousand six hundred kilometres making one of the large peninsulas throughout the world. It has long sea shore of about 6000km on main land, out of which 3300km is on east coast and 2700km on west coast. Berth is an structure which helps for landing of ships and to anchor of ships for allowing loading and unloading of freight, these structures also helps to boarding and debarking of travellers, vehicles ,etc., The planning and design of berth is depend upon several aspects suchlike soil features in projected location, atmosphere circumstances and amount of circulation. An establishment of new berth structure is an principal importunate project. Thus, optimal usage as well as the investment turn intocrucial.Thatmeans appropriate planning of all components of the berth for the contemporary and expectant forthcoming requirement is necessary. In this current work of project, we explain a appropriate method to design a new berth. 1.1 Study Area In this contest the present work on Karwar region, the belekeri seaport be situated 26kms from south direction of Karwar on the river bank of Hattikeri river. This port has a magnificent weather conditions and is a minor seaport having a normal traffic range in all seasons. This port is situated in 140 42’ 50” latitude and 740 16’ longitude. 2. OBJECTIVE OF THE PROJECTE A. To Analyse and design the berthing structure as per the guidelines provided by the bureau of Indian Standards and followed by the bye laws of International Maritime Organization. B. The Objective of this project is to analyse a berth structure for a capacity of 1,250,00 DWT. C. To analyse the structure using the STAAD. Pro. D. To design all the components in the berthing structure as per the codal provisions. 3. MODELLING OF BERTH STRUCTURE Berth was generally designed as all piles founding in same level. But at site they may change basedonthesoil strata and the founding level for piles may not be same. There are totally 5 different case has been selected for the study in comparison with the actual model. Eachmodel isofsize35m X 65m. All models are have 54 number of pile with a diameter of 1.2m arranged in 6 rows at distance of 2.50m, 9.50m, 15.50m, 22.50m, 28.5m and 33.50m from berth face. All models have same dimensions of beam as shown in Table-1. Only the changes in between models in pile height. Actual model have all piles length of 20m as shown in Fig.1, case-1 model have piles length varied from 6m to 22m as shown in Fig.2, case-2 model have piles length varied from 18m to 20m as shown in Fig.3, case-3 model have piles length varied from 16m to 20m as shown in Fig.4, case-4 model have piles length varied from19mto21m asshown in Fig.5, case-5 model have all piles length of 30m as shown in Fig.6. Cross section of berth structure is showed in Fig.7.
2.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1624 Fig -1: Typical plan of actual model Fig -2: Typical plan of case-1 model Fig -3: Typical plan of case-2 model Fig -4: Typical plan of case-3 model Fig -5: Typical plan of case-4 model Fig -6: Typical plan of case-5 model Fig -7: Cross section of Berth structure Table -1: Dimensions of beam Beam type Beam size (m × m) Longitudinal beams 0.6 × 1.1 Longitudinal edge beams 0.2 × 0.65 Cross beams 0.6 × 0.8 Cross edge beams 0.2 × 0.65 The structure has modelled using STAAD.Pro software with X and Z direction are primary horizontal directions, Y direction was primary vertical direction. Berthing structure was principally modelled as an 3 D assembly. While creating a models all supports of piles are consider as fixed.
3.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1625 4. LOADS ON BERTH STRUCTURE 4.1 Dead load: Self weight of all beam and pile should be assigned. Self weight of slab is assigned as floor load of 11.25kN/m2. Dead load isassignedtothemodel isasshowed in Fig-8. Fig -8: Figure showing dead load on structure. 4.2 Live load: The berth structure should bedesignedforan uniform live load of 55kN/m2 as per code IS 4651. Live load is assigned to the model is as showed in Fig-9. Fig -9: Figure showing live load on structure. 4.3 Berthing force: As showed in IS: 4651 code of practice for Planning and Design of ports and harbour (part-III loadings) for moderate wind and swell site condition and moderate berthing condition for bulk carrier vessel of 1,25,000 DWT (Dead weight tonnage). Kinetic energy transmit to the fenders is calculated by using following formula E = ((WD × V2) / 2g) × Cm × Ce × Cs Where, WD = Displacement Tonnage of the vessel in tones V = Velocity of vessel in m/s, normal to the berth g = Acceleration due to gravity (9.81m/s²) Cm = Mass coefficient Ce = Eccentricity coefficient Cs = Softness coefficient WD/DWT = 1.17 Therefore, WD = 1,17,000 tonnes Velocity = 0.15 m/s2 (from table:2IS4651forDT>1,00,000) The mass coefficient Cm should be calculated as For WD > 20,000 Tonne Cm = 1 + [(π/4 × D2 × L × w) / WD] Considering unit weight of water as 1.03 tonnes/m2, Cm = 1 + ((π/4 × 15.6² × 285 × 1.03) / 117000) = 1.48 The eccentricity coefficient Ce should be calculated as Ce = [{1 + (l/r)2 × sin2ϴ} / {1+ (l/r)2}] Here considered: l = L/4, r = 0.2L, ϴ = 100 l = 285/4 = 71.25m, r = 0.2 × 285 = 57m, l/r = 1.25 Ce = ((1 + (1.25² × sin100) / (1 + (1.25)²)) = 0.41 Consider Cs = 0.9 E = ((117000 × 0.15²) / 2 × 9.81) × 1.48 × 0.41 × 0.9 E = 73.3Tonne Factor of safety = 1.5 Ultimate Kinetic energy imparted to fendering system E = 73.3 × 1.5 = 110Tonne = 1100kN The berthing force shall be applied directly on the pile at the fender location in the model, as showed in Fig-10. Fig -10: Figure showing berthing force on structure. 4.4 Mooring force: These loads are induced by bollards while the vessels are pulled towards berth using ropes against wind and current forces. This force is taken according to IS: 4561-1974 (Part 3 loadings). Mooring force due to wind is calculated as Fw = Cw × Aw × P Where,
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International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1626 Cw - Shape Factor = 1.3 Aw - Windage Area in sq.m P - Wind Pressure for design wind speed in kg/sq.m Wind speed is considered as 39 m/sec forMangalore(Asper IS: 875-III) Therefore, P = 0.6 × 392 = 912.6 kg/m2 Aw = 1.175 × Ls × (DM - DL) Where, Ls = Length between perpendiculars DM= Mould depth in meters DL = Average light draft in meters Aw = 1.175×285×(1.82-14.6) = 4279.7m2 Fw = 1.3×4279.7×653.4 = 363.53Tonne=3622.21kN. Mooring Force due to current: Fc = Lpp × Dr × Pc Where, Lpp = Length between perpendicular in m Dr = Loaded draft of vessel in m Pc = Pressure due to current in kg/m2 Pc = w × v2/2g Where, w = Unit weight of water is 103 kg/m2 v = Velocity of current is 0.3m/s g = acceleration due to gravity m/s2 Therefore, Pc = 0.6 × 392 = 912.6 kg/m2 Fc = 285 × 14.6 × 0.47 = 19.6Tonne = 195.29kN. Assuming that mooring force due to wind and current act simultaneously in the same direction, total mooring force = 3635.3 + 196 = 3831.3kN There are four bollards in each model there by total force will be divided by four. Hence force on individual bollardis= 3831.3 / 4 = 957.8kN. The mooring force shall be applied directly on the pile at the bollard location as showed in Fig-11. Fig -11: Figure showing mooring force on structure. 4.5 Seismic force: The seismic force has been calculated as per IS: 1893-2002 (Part I). The design horizontal seismic coefficient Ah for a structure has been determined by the following expression: Ah = (Z / 2) × (I / R) × (Sa / g) Where, Z - Zone factor given in Table 2 of IS: 1893– 2002,Mangalore falls in Zone – III. Therefore it is adopted as 0.16 I -Importance factor = 1.5 has been used. R - Response reduction factor has been taken as 5.0 for RCC Structures as per Table 7 of IS: 1893 – 2002. Sa/g - Average response acceleration coefficient depends upon time period of structure and soil conditions and has been taken according to IS: 1893 – 2002 (Part I). Fig -12: Figure showing seismic load along X-direction The seismic force has been applied in X and Z directions at each pile joint as shown in Fig-12 & Fig-13 . The seismic force calculation is built in STAAD.Pro.
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International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1627 Fig -13: Figure showing seismic load along Z-direction 4.6 Load combinations: All loads are to be multiplied with partial safety factors as per limit state method for serviceability condition, collapsibility-normal,collapsibility- survival and reversal conditions as per IS: 4651-2007 (Draft copy) as shown in tables-2, 3, 4, 5 respectively. Table-2: Limit state of serviceability 1 1DL + 1LL + 1BL + 1ML 2 1DL + 1LL + 1ML 3 1DL + 1LL + 1BL 4 1DL + 1LL + 1BL + 1ML + 1EQ-X 5 1DL + 1LL + 1BL + 1ML + 1EQ-Z 6 1DL + 1LL + 1BL + 1ML - 1EQ-X 7 1DL + 1LL + 1BL + 1ML - 1EQ-Z Table-3: Limit state of collapsibility - normal 8 1.5DL + 1.5LL + 1.5BL + 1.5ML 9 1.5DL + 1.5LL + 1.5BL 10 1.5DL + 1.5LL + 1.5ML Table-4: Limit state of collapsibility - survival 11 1.2DL + 1.2LL + 1.2BL + 1.2EQX 12 1.2DL + 1.2LL + 1.2BL + 1.2EQZ 13 1.2DL + 1.2LL + 1.2BL – 1.2EQX 14 1.2DL + 1.2LL + 1.2BL – 1.2EQZ 15 1.2DL + 1.2LL + 1.2ML + 1.2EQX 16 1.2DL + 1.2LL+ 1.2ML + 1.2EQZ 17 1.2DL + 1.2LL + 1.2ML – 1.2EQX 18 1.2DL + 1.2LL + 1.2ML – 1.2EQZ Table-5: Limit state of reversal 19 0.9DL + 0.9LL + 1.5BL + 1.5EQX 20 0.9DL + 0.9LL + 1.5BL + 1.5EQZ 21 0.9DL + 0.9LL + 1.5BL – 1.5EQX 22 0.9DL + 0.9LL + 1.5BL – 1.5EQZ 23 0.9DL + 0.9LL + 1.5ML + 1.5EQX 24 0.9DL + 0.9LL + 1.5ML + 1.5EQZ 25 0.9DL + 0.9LL + 1.5ML – 1.5EQX 26 0.9DL + 0.9LL + 1.5ML – 1.5EQZ 5. DESIGN OF BERTH STRUCTURE The Important levels and design parameters areasshownin Table-6. Table-6: Design parameters of berth 1 Deck level of berth 4.662 m 2 Top level of pile 3.187 m 3 Diameter of piles 1.2 m 4 Required dredged level -15.6 m 5 Mean higher low water level (MHLWL) 0.03 m 6 Mean higher high water level (MHHWL) 1.89 m 7 Grade of concrete 40.0 N/mm2 8 Unit weight of concrete 25.0 kN/m3 9 Spacing between expansionjoints 65 m 10 Depth of scour below dredged level 1 m 11 Scour depth level -16.6 m 12 Founding level of pile -20 m 5.1 Beam design Concrete grade : 40N/mm2 Steel grade : 500N/mm2 Length of beam : 7000mm Beam dimension : 600mm × 800mm Effective cover : 50mm Effective depth : 750mm Main reinforcement : 6 bars of 32mm diameter Shear reinforcement :12mm stirrups at 300mmcentres 5.2 Slab design Concrete grade : 40N/mm2 Steel grade : 500N/mm2 Overall depth of slab : 450mm Short span length (LX) : 7000mm Long span length (LY) : 7500mm Effective cover : 40mm Effective depth : 410mm Effective span : 7000mm Short span reinforcement: 20mm bars at 250mm centres Long span reinforcement: 20mm bars at 300mm centres 5.3 Pile design Concrete grade : 40N/mm2 Steel grade : 500N/mm2
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International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1628 Service load on pile : 800kN Design ultimate load : 1200kN Length of pile : 20000mm Effective cover : 75mm Main reinforcement : 12 bars of 40mm diameter Lateral reinforcement(middle):12mmtiesat165mm centres Lateral reinforcement(top): 12mm diameter of spiral at a pitch of 53mm for 3600mm length Lateral reinforcement(bottom): 12mm diameter of ties at a pitch of 55mm for 3600mm length 6. RESULTS AND DISCUSSIONS This work which is to be carried out comprises primarily of static analysis for different site cases system configuration by the method of static analysis presented in IS: 1893-2000, using Staad.Pro V8i. software. Typical cases chosen in this contemporary work and also area of steel of berth are studied. Comparison of variations in bending moment, shear force, axial force, displacement and area of steel in piles for the actual model and typical site case considered are as shown in Chart-1. Chart -1: percentage of variation in piles of different cases with respect to actual model From results observed that, The bending moment in piles of case-5 is 16.04% more than bending moment in pilesofactual model. The shear force in piles of case-1 is 53.47% more than shear force in piles of actual model. The axial force in piles of case-5 is 6.82% morethan axial force in piles of actual model. The displacement in piles of case-5 is 59.604% more than displacement in piles of actual model. The area of steel in piles of case-5 is 67.114% more than area of steel in piles of actual model. The maximum bending moment in piles is 2930.68kN-m and is find in pile case-5 for a load combination (0.9DL + 0.9LL + 1.5BL + 1.5EQX). The maximum shear force in pilesis645.576kN and is find in pile case-1 for load combination (0.9DL + 0.9LL + 1.5ML - 1.5EQX). The maximum axial force in piles is 6477.27kN and is find in pile case-5 for load combination (1.5DL + 1.5LL + 1.5ML). The maximum displacement in piles is 217.052mm and is find in case-5 for load combination (0.9DL + 0.9LL + 1.5BL + 1.5EQX). The maximum area of steel in piles is34921.09mm2 and is find in case-5. Comparison of variations in bending moment, shear force, axial force, displacement and area of steel in beams for the actual model and typical site case considered are as shown in Chart-2. Chart -2: percentage of variation in Beams of different cases with respect to actual model From results observed that, The bending moment in beams of case-5 is 9.77% more than bending moment in beams of actual model. The shear force in beams of case-5 is 3.91% more than shear force in beams of actual model. The axial force in beams of case-1 is 10.94% more than axial force in beams of actual model. The Displacement in beams of case-5 is 58.81% more than displacement in beams of actual model. The area of steel in beams of case-5 is 9.996% more than area of steel in beams of actual model. The maximum bending moment in beams is 3431.41kN-m and is find in case-5 for load combination (1.5DL + 1.5LL + 1.5ML). The maximum shear force in beams is 1686.104kN and is find in case-5 for load combination (1.5DL + 1.5LL + 1.5ML). The maximum axial force in beams is 1664.420kN and is find in case-1 for load combination (0.9DL + 0.9LL + 1.5BL + 1.5EQX). The maximum displacement in beams is 217.426mm and is find in case-5 for load combination (0.9DL + 0.9LL + 1.5BL + 1.5EQX).
7.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 11 | Nov 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 1629 The maximum area of steel in beams is 18882.44mm2 and is find in case-5. 7. CONCLUSIONS This project study build the accomplishment to evaluate Berth structurewithvariousstructural configurations, which are resting on basically fixed type of pile foundation. The work conducted will give the following conclusions: 1. The comparison with case-1 shows that bending moment, shear force, displacement, and also area of steel are increased in case-1. Hence here considering actual model is very economical and safe. 2. The comparison with case-2 shows that bending moment, shear force, axial force, displacement, and also area of steel are decreased in case-2. Hence here considering model of case-2 is economical and safe. 3. The comparison with case-3 shows that bending moment, shear force, axial force, displacement, and also area of steel are decreased in case-3. Hence here considering model of case-3 is economical and safe. 4. The comparison with case-4 shows that bending moment, shear force, displacement,axial forcealsoarea of steel are increased in case-4. Hence here considering actual model is economical and safe. 5. The comparison with case-5 shows that bending moment, shear force, displacement, axial force alsoarea of steel are increased in case-5. Hence here considering actual model is very economical and safe. 6. Based on study here load combinations of (1.5 DL + 1.5LL + 1.5ML), (0.9DL + 0.9LL + 1.5BL + 1.5EQX), (0.9D L + 0.9LL + 1.5ML – 1.5 EQX) we got the better results. REFERENCES 1. Deekshith Shetty, Shashikanth P. Kodi, “An Approachon Optimization of Berth Structure at Port Sectors for Handling Bulk CargoandContainers”,IJERT(ISSN:2278- 0181), Vol. 4 Issue 07, July-2015, pp.915-918. 2. B.Raghava Maheedhar, C.V.Siva Rama Prasad, “Analysis and design of a heavy cargo berthing structure”, JETIR (ISSN-2349-5162), Vol.5Issue2,Feb-2018,pp.942-949. 3. T. Vivek, R. Durga prasad, “Analysis and Design of Marine Berthing Structure” Int. Journal of Engineering Research and Application (ISSN: 2248-9622), Vol. 6 Issue 12, (Part-3) December-2016, pp.46-56. 4. Augustina S, Gokulakannan R, “Analysis and Design of Passenger Berthing Structure”, IRJET (e-ISSN: 2395- 0056, p-ISSN: 2395-0072), VOL. 4 Issue 02, Feb-2017, pp.67-76. 5. Ramesh Kannan, “Seismic Analysis and Design of Cargo Berth”, IJCIET (ISSN: 0976-6316), Vol. 8 Issue 06, June 2017, pp. 411-422. 6. B. Santosh Kumar, S. Ashok Kumar,“AnalysisandDesign of Dock Berth Structure”, IJSART (ISSN:2395-1052),Vol. 02 Issue 03, March-2016, pp. 08-16. 7. S. Gucma, S. Jankowski, “DepthOptimizationofDesigned New Ferry Berth”, International Journal on Marine Navigation and Safety of Sea Transportation, Volume 01 Number 04, December-2007, pp. 407-411. 8. IS: 1893:2002 (part-1), “Criteria for Earthquake Resistant Design of structures”, 5th revision, Bureau of Indian Standards, New Delhi, India. 9. IS: 456:2000, “Code of practice for plain and reinforced concrete”, Bureau of Indian Standards, NewDelhi,India. 10. IS: 4651:1974 (Part-III), “Code of practice for planning and Design of Ports and Harbours”, First revision, Bureau of Indian Standards, New Delhi, India. 11. IS: 2911:2010, section-2 “Code of practice for Design and construction of Pile Foundations”, 2nd revision, Bureau of Indian Standards, New Delhi, India. 12. IS: 13920:1993, for ductile detailing Reinforced Concrete Structures subject to seismic forces, Bureau of Indian Standards, New Delhi, India. 13. IS: 4651:1989 (Part-IV), “Code of practice for planning and Design of Ports and Harbours”, Second revision, Bureau of Indian Standards, New Delhi, India. BIOGRAPHIES VARUNA BELAGAVI M.Tech in Structural Engineering, Government Engineering College, Haveri, Karnataka, India. Prof. Kashinath B Rugi Civil Engineering Department, Government Engineering College, Haveri, Karnataka, India.
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