This document provides an overview of harbour and jetty structures. It defines harbours, ports, and their key components like wharves, quays, docks, and jetties. It discusses the design principles for these marine structures, including considerations for vessel mooring, impact protection, and ship-to-shore transfer of cargo. The document emphasizes the importance of designing these structures to withstand environmental forces while safely facilitating cargo operations.

1. CONSTRUCTION TECHNOLOGY VI
(QSM652)
CIVIL ENGINEERING CONSTRUCTION:
MARINE STRUCTURES
HARBOUR AND JETTY STRUCTURES
Prepared by
SITI SARAH MAT ISA
c

2. Introduction to Harbour
• A harbor or harbour , or haven, is a place where ships,
boats, and barges can seek shelter through stormy
weather, or else are stored for future use.
• Habour is a sheltered port where ships can take on or
discharge cargo
• Harbour can be natural or artificial. An artificial harbor
has deliberately-constructed breakwaters, sea walls, or
jetties, or otherwise, they could have been constructed
by dredging, and these require maintenance by further
periodic dredging

3. Introduction to Habour
 The transportation of cargo, internationally or
domestically, is mostly by means of maritime
transportation. This medium of transportation requires
efficient services and facilities of a port in order to be
effective
 A port is a facility at the edge of an ocean, river, or
lake as a place for receiving ships and transferring
cargo and persons to the land. The main function of a
port is to provide an interface between two modes of
transportation which are the maritime and domestic
transportation.

5. Capri Habour, Italy

6. Introduction to Harbour
 The requirement for sea transport are to provide an
adequate area of water of sufficient depth for navigation
and berthing and also to provide an adequate shelter so
that berthing, loading and unloading can be carried out
safely and efficiently.
 Meanwhile the requirement for the land side are, to
provide an adequate land area for working space, loading
and unloading vessel and for handling and storage of
cargoes and as a suitable access to areas served by the
port
 A port may have warehouses for storage of goods and a
system, such as facilities for relaying goods inland.
 Therefore, ports consist of marine structure such as
quays, docks, wharfs, jetties, piers and slips with
cranes or ramps and etc. to support the main
function of the port.

7. Port Facilities

8. Wharf / Quay
• Wharf is a structure on the shore of a harbor where ships may dock to
load and unload cargo or passengers, Such a structure includes one or
more berths (mooring locations), and may also include piers,
warehouses, or other facilities necessary for handling the ships.
• A wharf commonly comprises a fixed platform, often on pilings.
Commercial ports may have warehouses that serve as interim storage
areas, since the typical objective is to unload and reload vessels as
quickly as possible.
• Where capacity is sufficient a single wharf with a single berth
constructed along the land adjacent to the water is normally used;
where there is a need for more capacity multiple wharves, or perhaps a
single large wharf with multiple berths, will instead be constructed,
sometimes projecting into the water. A pier, raised over the water
rather than within it, is commonly used for cases where the weight or
volume of cargos will be low.

9. Wharf / Quay
• Smaller and more modern wharves are
sometimes built on flotation devices (pontoons)
to keep them at the same level as the ship, even
during changing tides.
• In everyday parlance the term quay is common
in the United Kingdom, Canada, Australia, and
many other Commonwealth countries, and the
Republic of Ireland, whereas the term wharf is
more common in the United States. In some
contexts wharf and quay may be used to mean
pier, berth, or jetty.

10. The Barbours Cut Terminal of the Port of Houston, USA. This
cargo shipping terminal has a single large wharf with
multiple berths.

11. Docks
A dock is an enclosed area of water used for loading, unloading,
building or repairing ships. Such a dock may be created by building
enclosing harbour walls into an existing natural water space, or by
excavation within what would otherwise be dry land.
There are specific types of dock structure where the water level is
controlled:
•A dry dock is another variant, also with dock gates, which can be
emptied of water to allow investigation and maintenance of the
underwater parts of ships.
•A drydock is a narrow basin or vessel that can be flooded to allow a
load to be floated in, then drained to allow that load to come to rest
on a dry platform. Drydocks are used for the construction,
maintenance, and repair of ships, boats, and other watercraft.

12. Docks
• A wet dock or impounded dock is a variant in which the
water is impounded either by dock gates or by a lock, thus
allowing ships to remain afloat at low tide in places with
high tidal ranges.
• The level of water in the dock is maintained despite the
raising and lowering of the tide. This makes transfer of
cargo easier. It works like a lock which controls the water
level and allows passage of ships.
• The world's first commercial enclosed wet dock, with quays
and unloading warehouses, was Steers Dock at Liverpool,
built in 1715. This reduced ship waiting giving quick turn
arounds, greatly improving the throughput of cargo.

13. Floating docks

14. Floating docks, Gdynia, Poland

15. Floating Drydock
•A floating drydock is a type of pontoon for dry docking
ships, possessing floodable buoyancy chambers and a "U"-
shaped cross-section.
•The walls are used to give the drydock stability when the
floor or deck is below the surface of the water. When valves
are opened, the chambers fill with water, causing the
drydock to float lower in the water.
•The deck becomes submerged and this allows a ship to be
moved into position inside. When the water is pumped out
of the chambers, the drydock rises and the ship is lifted out
of the water on the rising deck, allowing work to proceed on
the ship's hull.

16. Floating Drydock
• A typical floating drydock involves multiple rectangular
sections. These sections can be combined to handle
ships of various lengths, and the sections themselves can
come in different dimensions.
• Each section contains its own equipment for emptying
the ballast and to provide the required services, and the
addition of a bow section can facilitate the towing of the
drydock once assembled.
• For smaller boats, one-piece floating drydocks can be
constructed, potentially coming with their own bow and
steering mechanism.

18. Floating Dock

19. Jetty Structures
Introduction :
Jetty is any of a variety of structures used in river, dock, and
maritime works that are generally carried out in pairs from river
banks, or in continuation of river channels at their outlets into deep
water; or out into docks, and outside their entrances; or for forming
basins along the coast for ports in tideless seas.
Jetty is one of the facilities provided within the port designed area.
Jetty is a structure built out from the shore and at which vessels
berth, either at the head or alongside. Jetty consists of Approach
Bridge, jetty head, dolphins and fenders system.

21. Jetty Structures
 There are many forms or types of jetties. The type of
jetties can be differentiating based on its main
function and its form of construction
 A lot of aspect need to be considered when
constructing the jetty structure as it construction was
held on open sea. These include the design
considerations, the environment impacts, and the
method of construction, the facilities and the uses of
the jetty.

22. Design Principles
 Jetties should be designed to meet the requirements
of the appropriate design codes and standards, to
sound engineering principles and to be fit for purpose.
 Jetties should be of sound construction, preferably
made of non-combustible materials, and be of
sufficient strength to withstand normal berthing
forces.

23. Design Principles
1. general sitting considerations;
2. the civil and structural design requirements for
the jetty taking into the location, natural phenomena
such as the weather and tidal/marine considerations;
3. impact protection for the approach of the ship to
the jetty. Consideration needs to be given to
protection of the jetty from impact from the ship and
vice versa. A major accident could result if contact
between the ship and jetty resulted in damage to the
ship and loss of containment of a hazardous
substance or if significant damage occurred to the
jetty structure;

24. Design Principles
1. vessel anchorage/mooring requirements at the
jetty. The design needs to take into account the
requirements for ship anchorage and mooring at low
and high tides, and when the vessel is full and empty;
2. ship to shore transfer. Special consideration is
required for ship to shore transfer of hazardous
substances. The design of the product transfer
(typically pipework) system for ship to shore transfer
should take into account the changing tides, water
levels and displacement of the ship in the water during
the transfer cycle and be flexible enough to cope with
all foreseen scenarios;
3. access for emergency vehicles and emergency
escape.

25. Design Principles
 In addition to the correct design of the jetty installation the
facility should also be subjected to an adequate maintenance
and inspection programme designed to ensure that the
integrity of the facility is maintained during operation.
 Additional consideration should be given to the precautions
that should be taken at jetties since there may be a number of
different ‘authorities’ which may have a controlling influence.
 These include the harbour operator, the jetty operator and the
master of the ship. There should be a clear definition of the
roles and responsibilities of all parties concerned.
Consideration may also be needed in respect of other jetties in
the vicinity and the impact on management arrangements in
the case of interaction arising from domino effects,
communication links, etc

26. General Sitting Consideration
As part of the fundamental design process the following strategic factors should be taken
into account in the choice of the site and the design of the facility:
road and rail access (if appropriate) to the jetty area and storage facilities;
the shelter provided by the local landscape to the proposed jetty site;
the availability of land for use as storage and material handling areas;
the presence of swift access to navigable shipping channels;
the ability to keep good access to the navigable shipping channels;
the availability of a prevailing breeze to facilitate the early and ready dissipation of
vapours resulting from spillage;
emergency access and exit routes for emergency services, pollution control equipment
and operating personnel;
the provision of life-saving aids;
the provision of adequate lighting;
security control;
tidal/current effects;
proximity to other jetties and their required ship access;
marine movements in the area and necessary manoeuvres for berthing vessels (space).

27. Civil and Structural Design
 Jetties should be designed in accordance with BS 6349 – Code of Practice for Maritime
Structures. Part 2 provides advice on the design of quay walls, jetties and dolphins.
 For the civil and structural engineering design consideration needs to be given to the
following:
i. fire;
ii. the type and maximum size of the ship that is to be moored at the jetty;
iii.the hazardous substances to be handled and their chemical and physical properties;
iv. the relevant meteorological conditions – including consideration of storms;
v. other natural phenomena such as lightning, earthquakes/tremors etc;
vi. geological information and the geological stability of the area including the river/sea bed;
vii.the rise and fall and rate of the tides;
viii.cargo handling requirements;
ix. materials of construction;
x. thermal expansion and contraction;
xi. electrical earthing to delivery points and to loading berths since the ignition of flammable
vapours can be caused by static electricity. Any electrical cables passed between the vessel
and shore need to be adequately insulated and supported and protected against overload and
mechanical damage;
xii.cathodic protection to under sea steel piles. Corrosion of the jetty support structure below the
water line could result in structural weakness in the jetty.

28. Impact Protection
 Guidance for the approach of a ship towards a jetty will depend upon the specific
details of the waterway, tidal flows, sea/river bed layout etc. However the aim of the
approach will be to bring the ship (either by the use of tugs or her own engines)
gently alongside the jetty
 These procedures not be adhered by the pilot/master of the ship and the ship
collides with the jetty at excessive speed or at an inappropriate angle then severe
damage is likely to result to the jetty and/or the ship. Impact protection for a jetty is
normally confined to normal berthing forces and not for the scenario described
above.
 Due to the inherent difficulties in positioning a large ship alongside a jetty it is
essential that some form of protection be available associated with the jetty to
protect the jetty from the ship and vice versa.
 Such protection is essential when the ship is being maneuvered into mooring
position alongside the jetty and when the ship is moored and the ship may be being
pushed onto the jetty by the tides, winds, currents etc.

29. Impact Protection
 BS6349: Part 4 : 1994 gives guidance on types of fenders,
fendering systems and layouts, mooring devices and ropes,
mooring system layouts for commercial vessels, and
recommendations as to their suitability for various applications and
locations.
 The function of a fendering system is to protect the jetty structure
against damage from ships approaching, lying alongside or leaving
the jetty and to limit the reactive forces to the ship’s hull to
acceptable values. Fender systems design varies considerably and
should be integrated with the jetty design. Consideration should be
given to the types of vessels to be moored and their hull designs
and upon the characteristics of the location. These will vary
depending upon whether the jetty is to be situated on the coast, in
an estuary, in a tidal basin or elsewhere.

30. Vessel Anchorage or Mooring
 Adequate facilities should be provided at a jetty for safe and secure mooring. The installation
should take into account the range of sizes and types of ship, local tidal variations,
foreseeable weather conditions and the nature of the cargo and ballasting operations. Close
liaison is required between all parties concerned (ship’s crew, harbour master, jetty operator
etc.) to ensure that the mooring is done safely and an adequate watch is kept on the moorings
while the ship is alongside and particularly during cargo transfer. Local conditions may place
additional requirements on vessel mooring.
 Account needs to be taken of the rise and fall of ships in relation to the jetty as a result of the
changing tidal patterns. The extent of tidal fluctuations will vary from location to location
and should be considered on an individual basis. In addition the displacement of the ship in
the water will also rise and fall as the ship is emptied/filled and this should also be taken into
account in the mooring systems.
 Insufficient depth of water to accommodate the ship in approach or at the jetty, or to
accommodate mooring at low tides may result in the ship running aground. This may result
in a loss of containment of the hazardous substances and lead to a major accident.

31. Vessel Anchorage or Mooring
 Consideration should be given at the design stage to the possibility of berth
silting at the jetty leading to an increasing possibility of a vessel running
aground.
 Jetty bollards and mooring arrangements should be designed to hold the ship
in position once the ship has docked so that loading/offloading can take
place safely. Inadequacies in the mooring arrangements could result in the
ship breaking away from the moorings for example during a storm. Often it
is necessary to hold the ship in place in relation to the jetty mounted off-
loading facilities which may have limited flexibility in movement. This is
achieved by restraining the movement to within acceptable limits by means
of an adequate number of mooring lines compatible with the conditions of
wind, tide, weather and previous operating experience of the facility.
 Failure to properly restrain the ship in position which results in excessive
movement may result in fracture of offloading pipework and subsequent
loss of containment of hazardous substances.

32. Ship to Shore Transfer
 The transfer from ship to shore unavoidably involves the transfer of hazardous
substances by pipework system suspended above a watercourse. See HS(G)186 The
bulk transfer of dangerous liquids and gases between ship and shore which
addresses many of the issues concerning design, operations and procedures at
jetties.
 All ship to shore connections should provide sufficient flexibility to allow for rise,
fall and range of the vessel due to tide, wave and current effects and changes in
displacement.
 Flexible pipework should be manufactured to a standard suitable for the application
and should be compatible with the substances to be handled (See Technical
Measures Document – Design Codes - Pipework). It should be adequately
supported (for example by slings, loading arms or saddles) so that it does not
become kinked, overbent, abraided or trapped between the ship and the jetty. Where
large hoses are used suitable cranes or hose rigs should be used. Care should be
taken that hose slinging and securing equipment does not cause excessive curvature
of flexible pipework systems.

33. Ship to Shore Transfer
 Failure of the transfer lines during transfer could result in spillage of
material into the watercourse or on to the jetty resulting in pollution, fire or
explosion. This can happen for a variety of reasons and facilities should be
available for pollution control should this occur.
 Excessive movement of the ship which results in the pipework system being
pulled apart, or the discharge pipework becoming trapped between the jetty
and the ship, may result in fracture of the pipework connection and the
release of hazardous substances.
 When not in use hoses should be properly stored to avoid accidental
damage, extremes of temperature and direct sunlight. It is good practice to
provide blank ends for the additional sealing of couplings that are frequently
broken and remade.
 All hoses should be externally inspected for damage and deformation prior
to use. A more detailed examination, including appropriate internal
inspection and hydrostatic pressure testing should be carried out at least
annually.

34. Ship to Shore Transfer
 Additional features such as emergency release or breakaway couplings with
automatic shut-off valves for isolation of the inventory can be installed to minimise
the potential for spillage. It is also necessary to consider the ability to shut off
transfers from both shore side and ship side, and necessary ship to shore
communications arrangements.
 For pipework transfer systems consideration should also be given to pressure relief,
fire engulfment relief and the possibility of pressure surges causing ruptures to the
hoses/flanges. Pressure surges in pipelines caused by closing valves too rapidly,
may lead to failure of vulnerable parts such as flanges.
 Pigging operations are often carried out to clean pipelines. The hazards associated
with the pigging operations should be carefully assessed. Further guidance is
available in HS(G)186 The bulk transfer of dangerous liquids and gases between
ship and shore.

35. Ship to Shore Transfer
 Special consideration should be given to installations where manifold
systems are used to ensure that the correct connections between ship and
storage tank are made.
 In instances where the storage tanks are situated on land above the level of
the jetty then consideration needs to be given to the control of gravity flow
from the storage tanks. Suitable facilities for the isolation of the inventory
should be included to avoid spillage and pollution.
 As a precaution against spillage or other emergency on the jetty, shut-off
valves should be considered at or near the shore end of all jetty pipelines
which carry hazardous substances. Such valves should not introduce
unacceptable surge pressures in the pipeline in the event of closure. Such
valves should be fail safe and be capable of manual operation in an
emergency.
 Procedures and facilities should be in place for emptying out residual
contents from flexible pipework systems after use and then cleaning
pipework systems as necessary. Suitably designed areas which provide
containment of releases to avoid pollution should be considered.

36. Construction Sequences
SITE POSSESION
SITE CLEARANCE AND REVETMENT
WORKS
PILING WORKS
DREDGING WORKS
PILE LOAD TEST- STATIC AND
DYNAMIC
INSTALLATION OF PRECAST
PRESTRESSED BEAMS
FABRICATION AND INSTALLATION
OF STRUCTURAL STEEL WORKS
HAND OVER
CONSTRUCTION OF
SUBSTRUCTURE, DOLPHINS AND
PILE CAP
DECK FURNITURE
IN-SITU CONCRETE WORKS
NAVIGATIONAL AIDS
PRELIMINARIES AND GENERAL
ITEMS

37. Construction of Jetty

39. • In general, the jetty are of lighter construction than
general cargo-handling docks as they usually do not
required warehouse or extensive cargo-handling
equipment like large crane used to load and unload
containers.
• Jetty head is protected by breasting dolphins against
the mooring tankers and also provided with separated
dolphins to take the ship’s mooring lines.
• The jetty is equipped with the pipelines systems to
transport the products to or from the ships
Construction of Jetty

40. Revetment Works

41. The piles are stored on a material barge to be transferred at the driving
point. The size of the material barge is based on the length of piles. The
piles must not over hang more than 3 meter from the bow and stern of
the material barge. The material barge is towed to the front of the piling
barge by the tug or anchor boat.

42. Pile Installation
• the anchoring positioning plan for driving of piles is
predetermined for each location. A piling sequence is work out
before piling works is carried out to ensure all piles can be driven
without interferences.
• The anchors are spread by anchor boat. This anchor boat is
equipped with a 10 tons line pull hydraulic winch an A frame at
the front.
• The piling barge anchor positioning is predetermined for each
piling location. Minimum of four-point mooring was used to
anchor the piling barge in position. When the anchor spreading
works is completed the piling barge is ready for pile driving.

43. Piling Works - pre-stressed spun
piles and steel pipe piles

44. •The pile was lifted until it is vertical. The lower
sling is slacken and removed. The pile is
slotted into the hammer cap and griped by the
piling leader hydraulic clamp.
•The pile is straightened fully by lifting both
hammer and pile. When the pile is pitch and it
was ready for driving.

46. Elevation of Jetty Head

47. Substructure and Dolphins
 The jetty was designed to capable to carry load such as
the total dead load, super loading and plant loading
on deck, storm wind loading and current load on
design ship alongside, the berthing force transferred
through the fender system, mooring forces transferred
to the jetty from the ship through quick release hook
and the friction forces transferred to the jetty through
the fender system.
 The substructure and the dolphins play and important
roles to ensure the stability of the jetty towards all the
loads involved.

48. Substructure and Dolphins
 Dolphins are marine structures for mooring vessels.
They are commonly used in combination with piers
and wharves to shorten or reduced the length of these
structures.
 Dolphins are designed principally for the horizontal
loads of impact and/or wind and current forces from a
ship when it is docking and during the time the ships
are moored. In this project, three types of dolphins
will be constructed. They are breasting dolphins,
mooring dolphins and protective dolphins.

49. Mooring Dolphins
Trestle

50. Protective Dolphins

53. Completed Pile Cap

54. Installation of In-situ Reinforced
Concrete Slab

55. Installation of In-situ Concrete
at Deck Slab

56. Installation of In-situ Reinforced Concrete
Slab and structural steel works

57. Completion of the Jetty structure

58. DECK FURNITURE

59. Fender System
 The principal function of fenders is to prevent the
ship and/or the jetty head being damaged during
mooring. Even under an ideal condition and under
perfect control a ship might approach the jetty head
without striking a severe blow, but it is essential to
separate it from the jetty head with a fendering
system.

60. Fender System
 type of fenders is made from rubber as rubber has
become into extensive use for fender systems.
 The side exposed to the ship is covered with rubber
pads to protect the ship. This lower level of the fender
panel will allow the fender to be low enough to accept
the smaller range vessel to come to the terminal in
loaded draft at low water and accept tugs

61. Fender system at
auxiliary platform
Fender system at the
Jetty Head

62. Fender system

63. Installation of Fender

64. Installation of Fender
 The contractor must ensure that the face of concrete
to support the fender shall be sufficiently wide and
truly flat and vertical to provide sound bearing surface
to the fender.
 During the placement of the fenders, slinging and
hoisting of the rubber section is permissible but
caution was required to avoid tearing of the rubber.
The use of canvas sling or other protective device can
be adopted.

65. Installation of Fender
 The use of stainless steel cut washer under attachment
bolts are required to prevent cutting and tearing the
rubber
 All inserts shall be incorporated in the fender
elements during moulding and lamination and the
like is not be permitted
 The fixings shall be accurately cast into the concrete.
A template or other device will be used for this
purpose.
 Fixings and fittings must be protected against damage
until the fenders are fixed.

66. Detail of Fender

67. Detail of Fender
Bil. Item Function
1 Anchor Bolt Attaches fender to wharf
2 Tension Chain Restrains fender body under low impact condition
3 Shear Chain Restrains shear deflection of fender
4 Weight Chain Supports frontal frame
5 Frontal Frame Protects hull of vessel by reducing contact
pressure
6 Frontal Pad Reduces friction coefficient to protect ship's hull
7 "U" Anchor Attaches chain to wharf

68. Bollards
 Bollard is an essential part for the jetty structure. Its
function is to hold the vessel line while berthing and
usually constructed of cast steel.
The method of installation of bollards:
 Special care need to be considered before the
installing the anchor bolts in order not to conflict
with reinforcement, wiring, pipe sleeve and etc.
 The bolts must have at least two clear threads
protruding above the nuts.

69. Bollards
 The position of the bolts should be checked against
the bollard prior to the pouring concrete.
 The nut and washer seated into the recess in the
bollard base covered with bitumen completely leaving
a smooth surface
 Any parts to be embedded in the concrete shall be
cleared and free from rust, oil and etc.

70. Bollards

71. Quick Release Hook

72. Quick Release Hook
• The Quick Release Hook (QRH) was installed at the
mooring dolphin and breasting dolphins. Both
dolphins were installed with the QRH when heavy
lines are to be handled.
• The installation of the QRH was done after the
constructing the mooring dolphins.

73. Rubber Ladder
• Rubber ladder were installed at breasting dolphins
area. This type of rubber ladder is tough, durable,
weather-resistant, and able to absorb considerable
contact form vessels without damage.
• Ladder rungs are 300mm steel rods which are an
integral part of the rubber end supports. Ladder units
can be bolted into concrete, steel, and wood, or
welded directly to steel.

74. Rubber Ladder

75. Maintenance of Jetty
 The integrity of the jetty system should be routinely checked and
confirmed. The following items should be routinely inspected as a
minimum requirement:
 the fendering systems for vessel impact protection should be
inspected to ensure that there has been no damage as a result of
vessel movements;
 the depth of the approach channels, the berthing location and the
exit channels from the jetty should be routinely checked to ensure
that silting has not occurred to an extent that may result in a ship
running aground. It may be necessary to have a programme for the
removal of silt;.
 the bollards/securing points located on the jetty should be inspected
to ensure that they have not been damaged or loosened during storm
conditions;

76. Maintenance of Jetty
 the underwater structure of the jetty should be routinely
inspected to ensure that significant corrosion has not occurred
and the structure has not been significantly weakened as a result
of corrosive attack;
 any ropes/mooring systems used for fastening ships to jetties
should be inspected on a routine basis to ensure that they are not
damaged;
 all land based pipework, pumps and transfer systems, lifting
apparatus and support structures should be routinely inspected;
 fire access routes and emergency equipment should be regularly
inspected;
 wash down facilities for flexible pipework systems should be
regularly inspected and emptied/cleaned as necessary.