This document discusses the analysis and design of a marine berthing structure in Visakhapatnam Port, India. It begins by introducing the project and factors considered in designing berthing structures. It then describes the design parameters that must be addressed, including location, types of structures, required number of berths, dimensions, draft maintenance, and more. Next, it outlines the various loads that were induced on the structure in the analysis, including dead load, live load, berthing load, and mooring load. The loads were calculated and represented on the structure. The document provides detailed calculations and diagrams to support the analysis and design of the berthing structure.
A Numerical Simulation for Predicting Sea Waves Characteristics and Downtime ...Professor Kabir Sadeghi
In this paper, a numerical simulation of sea wave characteristics and operation
downtimes of offshore structures is presented. The simulation was based on available
wind data and seawater temperature recorded by an oceanography buoy installed in
the Caspian Sea. Wave characteristics were simulated for deepwater parts of the
Caspian Sea by applying the Bretschneider spectrum and equations using following
recorded data: wind velocity, wind duration, fetch length, and water/air temperature
differences. Since recorded wave data were only available for a one-year period, they
were solely used for validation of the simulation results with recorded data but for
not the simulation itself. Some practically established thresholds for wave velocity,
wave period, and wind velocity were considered as constrains, limiting the operation
of offshore installations. The numerical simulation model revealed that it is possible
to operate offshore installations for 250 days per year in the southern parts of the
Caspian Sea. A worst-case scenario showed that the maximum waiting time for
restarting the offshore installations is 17 days. Considering the swell parameter, it
was concluded that the annual downtime period of offshore installation operations in
southern parts of the Caspian Sea is about one third of a year and the maximum
waiting time for this operation is about two third of a month.
Significant Guidance for Design and Construction of Marine and Offshore Struc...Professor Kabir Sadeghi
Marine and offshore structures are constructed worldwide for a variety of functions and in a variety of water depths, and environmental conditions. Shore protection facilities, ports, harbors and offshore petroleum platforms are important infrastructures which have big impacts on the economy level and industrial progress of countries.
Selection of type of platform and also right planning, design, fabrication, transportation and installation of marine and offshore structures, considering the water depth and environment conditions are very important. In this paper an overview of coast, ports and offshore structures engineering is presented. The paper covers mainly design and construction of jetties, harbor and fixed template offshore platforms. The overall objective of this paper is to provide a general understanding of different stages of design, construction, load-out, transportation and installation of marine and offshore structures.
This work presents hydrodynamic characterization and comparative analysis of high speed crafts
(HSCs). HSCs performance characterizing is a serious concern to Hydrodynamicists because of the wide
variation of total resistance with hull-form, trim, draft and speed. Conversely, these parameters are not duly
analyzed during design due to inadequate theories. Therefore, this research investigates total resistance, wetted
surface and effective trim of four different HSC hull-forms. An interactive computer-program is developed based
on Savitsky and CAHI algorithms, and the results compared against test-data. The analysis correctly predicts
quantitatively the resistances of the four hull-forms at high speeds but with some discrepancies at speeds below
12 knots. The average standard-deviation for resistance predictions by CAHI = 4.69 kN and Savitsky= 6.13 KN.
Also, the results indicate that the transition from bow-wetting to full-planing occurs at 12 knots, and beyond
which the effective trim is fairly constant. Again, the wetted length-beam ratio (λm) drops rapidly from bowwetting
speeds to a plateau at speeds >12knot where hydrodynamic lift prevails. Standard-deviations of λm by
Savitsky’s and CAHI are 1.07 and 1.41, respectively. In conclusion, model-predictors are reasonably in good
agreement with measurement.
Substitution of cantrang fishing gear with other gears might give bad impact to the
stability of the ship. But, catamaran boat type can improve the intended stability
characteristics. The study was conducted using six variations of the catamaran
hullform, namely symmetrical hull, asymmetrical straight inside hull, asymmetrical
straight outside hull, which is each model has round bilge and hard chine variation.
The study aims to find the lowest total resistance value. The hullform with lowest total
resistance will be re-varied to 3(three) different types of fishing gear, namely
cantrang, purse seine, and bottom longline for stability analysis. The result shows that
the round bilge symmetrical hull type has smallest resistance with value of Rt is 8.81
kN at 8 knots. Based on IMO MSC.36(63), the result of stability analysis shows all
variations of fishing gear meet the established standard.
Construction of marine and offshore structures(2007)calir2lune
This document appears to be the preface and introductory chapter of a textbook on marine and offshore construction. It provides background on the author, Ben C. Gerwick Jr., who has extensive experience in marine and offshore construction, engineering, teaching, and authoring previous editions of this textbook. It describes the intended audience of the textbook as practicing engineers and constructors working in marine environments, as well as graduate engineering students. It also provides a brief overview of the contents to be covered in the textbook.
In view of the desire to prevent vessel grounding at port and channel entry thus, maintaining
ship’s continued trading, this research work presents how Maximum squats and the remaining under-keel
clearances can be predictedfor two vessel categories (Container and General Cargo) along two prominent
channels (BONNY ACCESS and the BONNY TO ONNE JUNCTION) in Nigeria using empirical models
developed for maximum squat in the open water and confined channels conditions. The results obtained show
that maximum squat increase with increasing vessel speed as the ratio of water depth to vessel draft (H/T)
reduces for any particular channel or vessel. However, an opposite trend was observed with the remaining
under-keel-clearances as they zero up and even cross to negatives, indicating vessel grounding; both of which
agree with the results of previous researchers. Further analysis revealed that for optimal vessel safety the
cruising speed within these channels should be between 0.5 knots to 5knots for the open water conditions,(H/T
between1.10 -1.40),investigated. Hence, if pilots should cruise at the speed limit for the critical H/T ratio where
the remaining under-keel clearance is not lower than the channel designed minimum, safety is guaranteed along
either channel even with changing depths.
The document analyzes the effects of collision damage on the ultimate strength of FPSO vessels. It models the cross-section of an FPSO vessel using finite elements and simulates collision damage by removing elements representing 10% and 60% of the ship's depth. The analysis finds that collision damage reduces the ultimate strength and bending stiffness of FPSO vessels. Stress distributions spread from damaged to undamaged areas. Collision damage has a more significant effect on ultimate strength under sagging conditions compared to hogging. The study concludes that collision damage reduces strength due to lost stiffness from damaged elements.
DESIGN OF A MODEL HAULAGE TECHNIQUE FOR WATER FLOODING CAISSON ASSEMBLY.Emeka Ngwobia
Presented in this study is the engineering solution to the movement of a 63m, 45tons Caisson from a fabrication yard to a field location in the Gulf of guinea. This was achieved by dividing the whole process into three stages; firstly by using excel sheets with relevant design formulas to design the spreader bar configuration to lift the caisson from the quayside to a crane barge conveniently, showing the necessary lifting sequence employed to complete this process, also designing the lifting accessories needed which includes pad eyes, shackles, wire rope and spreader bars according to relevant codes and standards The first spreader Is an I beam of length of 25m and section with dimension 533mm by 229mm weighing 129kg/m, the second beam and the third beam are designed similarly as an I beam of length 9m and section 533mm by 229mm weighing 129kg/m. The choice of pad eye to be welded on the spreader beam was based on the working limit of the pad eye, which was analytically designed using spread sheet, performing necessary checks to make sure it will not break off during the lifting operations. It is reinforced with cheek plates at the pin hole to reduce the stresses at the pin hole. The total pad eye used for this operation is 16. The choice of shackle attached to each of the pad eye was based on the total self weight of all the lifting materials(55tons), according to the Crosby group catalogue it is an S2130 bow shackle of Nominal size 50.8mm, Stock no 1019659 and weight 23.7002kg, also the wire rope configuration chosen to based on the safe working load limit according to the Bethlehem wire rope general purpose catalogue ASME B30.5- 1995 the wire rope has nominal strength of 53.1tons, sling class 19x7 IWRC(Purple or extra improved ploy (EIP Steel).
. Secondly, by providing solutions to sea fastening for the caisson on the deck of the crane barge, which was modeled using STAADPRO, which involved support designs and loss of support designs, so as to accommodate for the hydrodynamic effect while the caisson is being transported by the crane barge, having in mind that the crane barge chosen will adequately accommodate the caisson because of the deck space required to fit the 63m long caisson, from the analysis the Caisson is supported by steel beams spaced at 10 m interval which is fastened with the aid of a clamp as seen in the detailed drawings, this caisson and beam supports are modeled with staadpro software and support reactions obtained. These supports are now spaced at 20 m intervals and analyzed to simulate a situation where there is a loss of support reaction during transportation of the caisson. A saddle clamp is to joined to a H beam for support to hold it to the deck at varying length and at the starting point a pivot made from a pad eye joined with a pin to connect the saddle clamp to allow for easy lifting of the caisson when it is at 25m to the FPSO.
A Numerical Simulation for Predicting Sea Waves Characteristics and Downtime ...Professor Kabir Sadeghi
In this paper, a numerical simulation of sea wave characteristics and operation
downtimes of offshore structures is presented. The simulation was based on available
wind data and seawater temperature recorded by an oceanography buoy installed in
the Caspian Sea. Wave characteristics were simulated for deepwater parts of the
Caspian Sea by applying the Bretschneider spectrum and equations using following
recorded data: wind velocity, wind duration, fetch length, and water/air temperature
differences. Since recorded wave data were only available for a one-year period, they
were solely used for validation of the simulation results with recorded data but for
not the simulation itself. Some practically established thresholds for wave velocity,
wave period, and wind velocity were considered as constrains, limiting the operation
of offshore installations. The numerical simulation model revealed that it is possible
to operate offshore installations for 250 days per year in the southern parts of the
Caspian Sea. A worst-case scenario showed that the maximum waiting time for
restarting the offshore installations is 17 days. Considering the swell parameter, it
was concluded that the annual downtime period of offshore installation operations in
southern parts of the Caspian Sea is about one third of a year and the maximum
waiting time for this operation is about two third of a month.
Significant Guidance for Design and Construction of Marine and Offshore Struc...Professor Kabir Sadeghi
Marine and offshore structures are constructed worldwide for a variety of functions and in a variety of water depths, and environmental conditions. Shore protection facilities, ports, harbors and offshore petroleum platforms are important infrastructures which have big impacts on the economy level and industrial progress of countries.
Selection of type of platform and also right planning, design, fabrication, transportation and installation of marine and offshore structures, considering the water depth and environment conditions are very important. In this paper an overview of coast, ports and offshore structures engineering is presented. The paper covers mainly design and construction of jetties, harbor and fixed template offshore platforms. The overall objective of this paper is to provide a general understanding of different stages of design, construction, load-out, transportation and installation of marine and offshore structures.
This work presents hydrodynamic characterization and comparative analysis of high speed crafts
(HSCs). HSCs performance characterizing is a serious concern to Hydrodynamicists because of the wide
variation of total resistance with hull-form, trim, draft and speed. Conversely, these parameters are not duly
analyzed during design due to inadequate theories. Therefore, this research investigates total resistance, wetted
surface and effective trim of four different HSC hull-forms. An interactive computer-program is developed based
on Savitsky and CAHI algorithms, and the results compared against test-data. The analysis correctly predicts
quantitatively the resistances of the four hull-forms at high speeds but with some discrepancies at speeds below
12 knots. The average standard-deviation for resistance predictions by CAHI = 4.69 kN and Savitsky= 6.13 KN.
Also, the results indicate that the transition from bow-wetting to full-planing occurs at 12 knots, and beyond
which the effective trim is fairly constant. Again, the wetted length-beam ratio (λm) drops rapidly from bowwetting
speeds to a plateau at speeds >12knot where hydrodynamic lift prevails. Standard-deviations of λm by
Savitsky’s and CAHI are 1.07 and 1.41, respectively. In conclusion, model-predictors are reasonably in good
agreement with measurement.
Substitution of cantrang fishing gear with other gears might give bad impact to the
stability of the ship. But, catamaran boat type can improve the intended stability
characteristics. The study was conducted using six variations of the catamaran
hullform, namely symmetrical hull, asymmetrical straight inside hull, asymmetrical
straight outside hull, which is each model has round bilge and hard chine variation.
The study aims to find the lowest total resistance value. The hullform with lowest total
resistance will be re-varied to 3(three) different types of fishing gear, namely
cantrang, purse seine, and bottom longline for stability analysis. The result shows that
the round bilge symmetrical hull type has smallest resistance with value of Rt is 8.81
kN at 8 knots. Based on IMO MSC.36(63), the result of stability analysis shows all
variations of fishing gear meet the established standard.
Construction of marine and offshore structures(2007)calir2lune
This document appears to be the preface and introductory chapter of a textbook on marine and offshore construction. It provides background on the author, Ben C. Gerwick Jr., who has extensive experience in marine and offshore construction, engineering, teaching, and authoring previous editions of this textbook. It describes the intended audience of the textbook as practicing engineers and constructors working in marine environments, as well as graduate engineering students. It also provides a brief overview of the contents to be covered in the textbook.
In view of the desire to prevent vessel grounding at port and channel entry thus, maintaining
ship’s continued trading, this research work presents how Maximum squats and the remaining under-keel
clearances can be predictedfor two vessel categories (Container and General Cargo) along two prominent
channels (BONNY ACCESS and the BONNY TO ONNE JUNCTION) in Nigeria using empirical models
developed for maximum squat in the open water and confined channels conditions. The results obtained show
that maximum squat increase with increasing vessel speed as the ratio of water depth to vessel draft (H/T)
reduces for any particular channel or vessel. However, an opposite trend was observed with the remaining
under-keel-clearances as they zero up and even cross to negatives, indicating vessel grounding; both of which
agree with the results of previous researchers. Further analysis revealed that for optimal vessel safety the
cruising speed within these channels should be between 0.5 knots to 5knots for the open water conditions,(H/T
between1.10 -1.40),investigated. Hence, if pilots should cruise at the speed limit for the critical H/T ratio where
the remaining under-keel clearance is not lower than the channel designed minimum, safety is guaranteed along
either channel even with changing depths.
The document analyzes the effects of collision damage on the ultimate strength of FPSO vessels. It models the cross-section of an FPSO vessel using finite elements and simulates collision damage by removing elements representing 10% and 60% of the ship's depth. The analysis finds that collision damage reduces the ultimate strength and bending stiffness of FPSO vessels. Stress distributions spread from damaged to undamaged areas. Collision damage has a more significant effect on ultimate strength under sagging conditions compared to hogging. The study concludes that collision damage reduces strength due to lost stiffness from damaged elements.
DESIGN OF A MODEL HAULAGE TECHNIQUE FOR WATER FLOODING CAISSON ASSEMBLY.Emeka Ngwobia
Presented in this study is the engineering solution to the movement of a 63m, 45tons Caisson from a fabrication yard to a field location in the Gulf of guinea. This was achieved by dividing the whole process into three stages; firstly by using excel sheets with relevant design formulas to design the spreader bar configuration to lift the caisson from the quayside to a crane barge conveniently, showing the necessary lifting sequence employed to complete this process, also designing the lifting accessories needed which includes pad eyes, shackles, wire rope and spreader bars according to relevant codes and standards The first spreader Is an I beam of length of 25m and section with dimension 533mm by 229mm weighing 129kg/m, the second beam and the third beam are designed similarly as an I beam of length 9m and section 533mm by 229mm weighing 129kg/m. The choice of pad eye to be welded on the spreader beam was based on the working limit of the pad eye, which was analytically designed using spread sheet, performing necessary checks to make sure it will not break off during the lifting operations. It is reinforced with cheek plates at the pin hole to reduce the stresses at the pin hole. The total pad eye used for this operation is 16. The choice of shackle attached to each of the pad eye was based on the total self weight of all the lifting materials(55tons), according to the Crosby group catalogue it is an S2130 bow shackle of Nominal size 50.8mm, Stock no 1019659 and weight 23.7002kg, also the wire rope configuration chosen to based on the safe working load limit according to the Bethlehem wire rope general purpose catalogue ASME B30.5- 1995 the wire rope has nominal strength of 53.1tons, sling class 19x7 IWRC(Purple or extra improved ploy (EIP Steel).
. Secondly, by providing solutions to sea fastening for the caisson on the deck of the crane barge, which was modeled using STAADPRO, which involved support designs and loss of support designs, so as to accommodate for the hydrodynamic effect while the caisson is being transported by the crane barge, having in mind that the crane barge chosen will adequately accommodate the caisson because of the deck space required to fit the 63m long caisson, from the analysis the Caisson is supported by steel beams spaced at 10 m interval which is fastened with the aid of a clamp as seen in the detailed drawings, this caisson and beam supports are modeled with staadpro software and support reactions obtained. These supports are now spaced at 20 m intervals and analyzed to simulate a situation where there is a loss of support reaction during transportation of the caisson. A saddle clamp is to joined to a H beam for support to hold it to the deck at varying length and at the starting point a pivot made from a pad eye joined with a pin to connect the saddle clamp to allow for easy lifting of the caisson when it is at 25m to the FPSO.
Tecnologia de Veículos de Imersão Profunda para o século XXILeonam Guimarães
The document discusses the roles and development trends of deep submergence vehicle technology. It describes how manned and unmanned vehicles, such as HOVs, ROVs, AUVs and gliders are used for deep ocean exploration, research, and resource exploitation. It also discusses trends toward developing larger, more advanced deep sea space stations to facilitate operations and maintenance of deep-sea infrastructure like oil rigs and pipelines. Research by countries like Russia, Norway and China aims to allow workers to stay underwater for longer periods to improve deep ocean access and resource utilization.
This document provides an introduction to ship propulsion engineering. It discusses how ships have evolved from primitive wooden structures moved by oars and sails to various hull forms designed for different purposes and seas. Transportation by sea allows for cargo, passengers, and payloads to be carried by buoyancy forces, requiring less power than other modes of transportation. Ships move through both water and air, facing resistance drag forces from both environments. Propulsors, most commonly screw propellers, impart forward thrust forces to overcome drag and allow ships to cruise. Ship propulsion science studies resistance sources and relations to optimize hull design and select the most efficient propulsor. Selection of an ideal propeller and its rotational speed to match the engine is also
The FREDYN computer program simulates the dynamic behavior of ships in waves and wind using a nonlinear strip theory approach. It computes all six degrees of freedom in the time domain to model large motions, including capsize. Forces are calculated from diffraction, radiation, damping, buoyancy, propeller, rudder, wave, and wind effects. The program can model intact and damaged ships in regular and irregular seas with or without wind. It has been validated against model tests and is used in initial ship design to analyze seakeeping, maneuvering, capsize risk, and survivability.
6th International Disaster and Risk Conference IDRC 2016 Integrative Risk Management - Towards Resilient Cities. 28 August - 01 September 2016 in Davos, Switzerland
IRJET- Review on Seismic Analysis of Elevated Water Tanks with Different Shap...IRJET Journal
The document reviews research on analyzing the seismic performance of elevated water tanks with different shapes, staging configurations, and soil/seismic zone conditions using structural analysis software. Various studies have found that base shear, overturning moment, and displacements increase with height and soil softness, while bracing and shear walls can increase stiffness and reduce displacements. The review evaluates parameters like time period, base shear, and hydrodynamic pressures under empty, partially filled, and full conditions.
Reservoir regulation, Flood routing- Graphical or I.S.D method, Trial and error method, Reservoir losses, Reservoir sedimentation- Phenomenon, Measures to control reservoir sedimentation, Density currents Significance of trap efficiency, Useful life of the reservoir, Costs of the reservoir, Apportionment of total cost, Use of facilities method, Equal apportionment method, Alternative justifiable expenditure method.
This document discusses different types of dredging including capital dredging, maintenance dredging, and dredging requirements. It describes various dredging operations such as sediment disposal, transport, and dredging layout. The document also classifies and describes different types of dredgers including mechanical dredgers, hydraulic dredgers, hopper dredges, cutterhead dredges, and bucket wheel dredges.
propulsion engineering-02-resistance of shipsfahrenheit
propulsion engineering-02-resistance of shipsMarine Engineering (Marine Propulsion)
This program is designed for those students who want training in marine gasoline and diesel engines without immediately
pursuing the Associate in Science degree. The certificate is issued by the Marine Engineering Department and attests to
the completion of the courses outlined below. These courses may also apply to the A.S. degree in Marine Engineering if a
student later decides on that option. Program duration is one (1) calendar year.
Gasoline Engines (9 credits required)
MTE 1053C 2 & 4-Cycle Outboard Engine Repair & Maintenance (3)
MTE 1166C Marine Ignition and Fuel Systems (3)
MTE 2072C Marine Propulsion Gasoline Engine Troubleshooting (3)
Diesel Engines (12 credits required)
MTE 1001C Marine Diesel Engine Overhaul (3)
MTE 1056C Marine Diesel Systems (3)
MTE 2058C Diesel Engine Testing Troubleshooting Procedures (3)
MTE 2160C Diesel Fuel Injection Systems (3)
Program Core (Choose 4)
MTE 1183C Marine Engine Installation and Repowering Procedures (3) |
MTE 1400C Applied Marine Electricity (3)
MTE 1651C Gas & Electric Welding (3)
MTE 2054C Marine 4-Cycle Stern Drive Inboard Engines (3)
MTE 2062 Marine Corrosion and Corrosion Prevention (2)
MTE 2234C Marine Gearcase, Outdrives and Transmission System (4)
Total Credits Required: 32/34
Optional Factory Certifications:
Bombardier/Evinrude Marine:
° Evinrude E-Tec Outboards
° Evinrude E-Tech V Models
Mercury Marine:
° Propeller 1
° Corrosion 1
° Hydraulics
° Smart Craft 1
° Fuels and Lubes
° Fuel II
° Electrical II
° Navigating DDT
° Outboard Rigging
° Mercruiser EFI System
State of Florida :
° Safe Boating
° Livery Certification
Other Optional Certificatios:
° USCG Captains License
° American Welding Society, Welding Certifications
° FKCC Welding Certification
This document provides an overview of equipment used for littoral operations such as naval operations near shore, amphibious landings, coastal defense, and operations in inland waterways and marshy areas. It describes vessels like patrol craft, cutters, and landing craft used in brown water operations. New technologies being applied to littoral craft design include hydrofoils, air cavity hulls, air cushion vessels, and wing-in-ground effect craft. The document also discusses amphibious vehicles, watercraft, and equipment used for crossing water obstacles and operating in marshy terrain.
Analysis of The Propulsion System Towards The Speed Reduction of Vessels Type...IJERA Editor
(PC-43) is an Indonesian navy vessel type limited patrol craft made in Indonesian. The vessel was designed using a steel material with a maximum speed of 27 knots and using engine power by 3 x 1800 HP, T = 1.40 at the empty draft and T = 1.70 at full draft. The speed is decreased in the current conditions by 22 knots at 1.50 meters draft within 1 year after its launching. This fact is very interesting to be used as a paper project by analyzing the effect of changes in vessel’s draft to the resistance and analyze the current installed engine power, This paper carried two methods of calculation, namely: resistance and power calculation numerically along with resistance and power calculation using software maxsurf. The results from the manual calculations of power at T = 1.65 meters in 27 knots, the power needed is BHPscr = 4245.04 HP. From the data of power installed in the vessel, it was stated that the power is 3 x 1800 = 5400 HP, means a mathematical/theoretical speed of 27 knots can be achieved. Thus, the resistance and power is not one of the causes of speed reduction in Vessel Type PC- 43.
International Conference on Marine Technology-
Enhancing Shipbuilding through Research, Innovation and Collaboration
11-12 December,2010 Dhaka, Bangladesh
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
Geophysical surveys were conducted along the 17th Street Canal flood wall in New Orleans to determine the depth of steel sheet piles after Hurricane Katrina. Parallel seismic tests indicated the sheet pile tips were 5 to 7 feet shorter than specifications, but direct measurements after removing the concrete wall found the sheet piles were the required length. This highlighted both the capabilities and limitations of geophysical methods, and the need for further research in their application.
Implications of the Second Generation Intact Stability Criteria When Applied ...IJMERJOURNAL
ABSTRACT: To address the problems of dynamic stability failures, the International Maritime Organisation plan to supersede the intact stability criteria. The draft criteria have been applied to a New Zealand naval patrol vessel to aid in understanding the implication imposed by the revised criteria. This paper addresses how the criteria were applied to the vessel and presents the outcomes of the calculated vulnerabilities. A computational simulation was conducted for the broaching phenomenon using four possible phenomenon-inducing wavelengths. It was found that the patrol vessel broached by more than fifteen degrees over a seven second time period. Therefore, taking into account the simplifications of the analysis, the OPVs, like other vessels, could be deemed vulnerable to the surf-riding and broaching-to phenomenon for these given, operationally avoidable, encounter conditions. Further analysis is recommended when the draft criteria is finalised.
Stream Gauging: Necessity; Selection of gauging sites; Methods of discharge measurement; Area-Velocity method; Venturi flume; Chemical method; weir method; Measurement of velocity; Floats Surface float, Sub–surface float or Double float, Twin float, Velocity rod or Rod float; Pitot tube; Current meter; Working of current meter; rating of current meter; Measurement of area of flow; Measurement of width - Pivot point method; Measurement of depth Sounding rod, Echo- sounder.
Contoh Pekerjaan pemodelan gelombang dengan menggunakan CMS Wave yang dilakukan Coastal Inlet Research Program (CIRP)
M. Baharudin Fahmi
baharudinfahmi@gmail.com
Coastal Engineer
This document discusses key ship measurements and dimensions. It defines terms like LOA, LWL, LBP, draft, beam, depth, displacement, and various coefficient metrics used to characterize a ship's shape such as block coefficient. The document is a lecture on basic ship dimensions and was presented by Adi Wirawan Husodo in 2012. Key dimensions discussed include length, width, depth, draft locations, and coefficients used to quantify properties like waterplane area and midship section.
Navy Invests in New Mine Warfare Technology (UPDATED)TJR Global
Sea-based mines are a constant concern in naval warfare. Like their land-based counterparts, they o{er adversaries a lowcost means of inicting potentially catastrophic damage. To counter that, the Navy is developing several new countermeasure platforms.
Riverside Population in Amazon: Culture, Environment and Construction TechniqueIJERA Editor
This article´s objective is to study the construction techniques of the riverside dwellers in the Amazon rainforest. The studied communities are located in the banks of the Solimões River, and suffer with the constant floods and physical phenomena related to the region environment. An ecosystem of thunderous natural forces, which makes it harder the importation of approaches from other regions as alternatives to the Amazon rainforest. As a method of research and understanding of the problematics, an assessment of the riverside communities in the city of Manacapuru and in two rural communities was carried out, surveying the cultural, social, and environmental characteristics of each community, and surveying the local constructive characteristics, materials and vernacular techniques. In the conclusion, we observed that: the relevance of a joint action to understand the wood and the housing durability, expanding the life cycle of the river buildings and reducing the impact on the rainforest. Regarding thermic comfort, it is important to redeem the bioclimatic techniques of crossed ventilation and to highlight the relevancy of sustainable techniques that work with local materials, such as natural fibers.
A Study on self-Compacting Concrete Using Portland Slag Cement with Partial R...IJERA Editor
Concrete plays a vital role as a construction material in the world. In the present scenario, waste materials from various industries are added to the mix. Over 400 million tons of waste materials are being produced by various industries every year. Foundries successfully recycle and reuse the sand many times in a foundry. When the sand can no longer be reused in the foundry, it is removed from the foundry and is termed as Foundry sand. Foundry sand production is nearly 6 to 10 million tons annually. There is a possibility of substituting natural fine aggregate with waste foundry sand which offers technical, economic and environmental advantages which are of great use in the construction sector. The construction industry is now slowly becoming aware of the environmental issues and other sustainable development issues for cement and concrete industries. It is looking for the ways and means to develop building products, which will increase the life span and quality. This thesis presents an experimental investigation on strength aspects like compressive, split tensile and flexural strength of Self Compacting Concrete (SSC) containing an industrial waste foundry sand. It is used as fine aggregate in varying proportions, replacing the fine aggregate with foundry sand as percentages of 0%, 25%, 50%, 75%, 100%. For this green SCC, all SCC tests are performed as per EFNARC guidelines i.e. slump flow, L-box, V funnel and T50 tests are carried out.
Tecnologia de Veículos de Imersão Profunda para o século XXILeonam Guimarães
The document discusses the roles and development trends of deep submergence vehicle technology. It describes how manned and unmanned vehicles, such as HOVs, ROVs, AUVs and gliders are used for deep ocean exploration, research, and resource exploitation. It also discusses trends toward developing larger, more advanced deep sea space stations to facilitate operations and maintenance of deep-sea infrastructure like oil rigs and pipelines. Research by countries like Russia, Norway and China aims to allow workers to stay underwater for longer periods to improve deep ocean access and resource utilization.
This document provides an introduction to ship propulsion engineering. It discusses how ships have evolved from primitive wooden structures moved by oars and sails to various hull forms designed for different purposes and seas. Transportation by sea allows for cargo, passengers, and payloads to be carried by buoyancy forces, requiring less power than other modes of transportation. Ships move through both water and air, facing resistance drag forces from both environments. Propulsors, most commonly screw propellers, impart forward thrust forces to overcome drag and allow ships to cruise. Ship propulsion science studies resistance sources and relations to optimize hull design and select the most efficient propulsor. Selection of an ideal propeller and its rotational speed to match the engine is also
The FREDYN computer program simulates the dynamic behavior of ships in waves and wind using a nonlinear strip theory approach. It computes all six degrees of freedom in the time domain to model large motions, including capsize. Forces are calculated from diffraction, radiation, damping, buoyancy, propeller, rudder, wave, and wind effects. The program can model intact and damaged ships in regular and irregular seas with or without wind. It has been validated against model tests and is used in initial ship design to analyze seakeeping, maneuvering, capsize risk, and survivability.
6th International Disaster and Risk Conference IDRC 2016 Integrative Risk Management - Towards Resilient Cities. 28 August - 01 September 2016 in Davos, Switzerland
IRJET- Review on Seismic Analysis of Elevated Water Tanks with Different Shap...IRJET Journal
The document reviews research on analyzing the seismic performance of elevated water tanks with different shapes, staging configurations, and soil/seismic zone conditions using structural analysis software. Various studies have found that base shear, overturning moment, and displacements increase with height and soil softness, while bracing and shear walls can increase stiffness and reduce displacements. The review evaluates parameters like time period, base shear, and hydrodynamic pressures under empty, partially filled, and full conditions.
Reservoir regulation, Flood routing- Graphical or I.S.D method, Trial and error method, Reservoir losses, Reservoir sedimentation- Phenomenon, Measures to control reservoir sedimentation, Density currents Significance of trap efficiency, Useful life of the reservoir, Costs of the reservoir, Apportionment of total cost, Use of facilities method, Equal apportionment method, Alternative justifiable expenditure method.
This document discusses different types of dredging including capital dredging, maintenance dredging, and dredging requirements. It describes various dredging operations such as sediment disposal, transport, and dredging layout. The document also classifies and describes different types of dredgers including mechanical dredgers, hydraulic dredgers, hopper dredges, cutterhead dredges, and bucket wheel dredges.
propulsion engineering-02-resistance of shipsfahrenheit
propulsion engineering-02-resistance of shipsMarine Engineering (Marine Propulsion)
This program is designed for those students who want training in marine gasoline and diesel engines without immediately
pursuing the Associate in Science degree. The certificate is issued by the Marine Engineering Department and attests to
the completion of the courses outlined below. These courses may also apply to the A.S. degree in Marine Engineering if a
student later decides on that option. Program duration is one (1) calendar year.
Gasoline Engines (9 credits required)
MTE 1053C 2 & 4-Cycle Outboard Engine Repair & Maintenance (3)
MTE 1166C Marine Ignition and Fuel Systems (3)
MTE 2072C Marine Propulsion Gasoline Engine Troubleshooting (3)
Diesel Engines (12 credits required)
MTE 1001C Marine Diesel Engine Overhaul (3)
MTE 1056C Marine Diesel Systems (3)
MTE 2058C Diesel Engine Testing Troubleshooting Procedures (3)
MTE 2160C Diesel Fuel Injection Systems (3)
Program Core (Choose 4)
MTE 1183C Marine Engine Installation and Repowering Procedures (3) |
MTE 1400C Applied Marine Electricity (3)
MTE 1651C Gas & Electric Welding (3)
MTE 2054C Marine 4-Cycle Stern Drive Inboard Engines (3)
MTE 2062 Marine Corrosion and Corrosion Prevention (2)
MTE 2234C Marine Gearcase, Outdrives and Transmission System (4)
Total Credits Required: 32/34
Optional Factory Certifications:
Bombardier/Evinrude Marine:
° Evinrude E-Tec Outboards
° Evinrude E-Tech V Models
Mercury Marine:
° Propeller 1
° Corrosion 1
° Hydraulics
° Smart Craft 1
° Fuels and Lubes
° Fuel II
° Electrical II
° Navigating DDT
° Outboard Rigging
° Mercruiser EFI System
State of Florida :
° Safe Boating
° Livery Certification
Other Optional Certificatios:
° USCG Captains License
° American Welding Society, Welding Certifications
° FKCC Welding Certification
This document provides an overview of equipment used for littoral operations such as naval operations near shore, amphibious landings, coastal defense, and operations in inland waterways and marshy areas. It describes vessels like patrol craft, cutters, and landing craft used in brown water operations. New technologies being applied to littoral craft design include hydrofoils, air cavity hulls, air cushion vessels, and wing-in-ground effect craft. The document also discusses amphibious vehicles, watercraft, and equipment used for crossing water obstacles and operating in marshy terrain.
Analysis of The Propulsion System Towards The Speed Reduction of Vessels Type...IJERA Editor
(PC-43) is an Indonesian navy vessel type limited patrol craft made in Indonesian. The vessel was designed using a steel material with a maximum speed of 27 knots and using engine power by 3 x 1800 HP, T = 1.40 at the empty draft and T = 1.70 at full draft. The speed is decreased in the current conditions by 22 knots at 1.50 meters draft within 1 year after its launching. This fact is very interesting to be used as a paper project by analyzing the effect of changes in vessel’s draft to the resistance and analyze the current installed engine power, This paper carried two methods of calculation, namely: resistance and power calculation numerically along with resistance and power calculation using software maxsurf. The results from the manual calculations of power at T = 1.65 meters in 27 knots, the power needed is BHPscr = 4245.04 HP. From the data of power installed in the vessel, it was stated that the power is 3 x 1800 = 5400 HP, means a mathematical/theoretical speed of 27 knots can be achieved. Thus, the resistance and power is not one of the causes of speed reduction in Vessel Type PC- 43.
International Conference on Marine Technology-
Enhancing Shipbuilding through Research, Innovation and Collaboration
11-12 December,2010 Dhaka, Bangladesh
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
Geophysical surveys were conducted along the 17th Street Canal flood wall in New Orleans to determine the depth of steel sheet piles after Hurricane Katrina. Parallel seismic tests indicated the sheet pile tips were 5 to 7 feet shorter than specifications, but direct measurements after removing the concrete wall found the sheet piles were the required length. This highlighted both the capabilities and limitations of geophysical methods, and the need for further research in their application.
Implications of the Second Generation Intact Stability Criteria When Applied ...IJMERJOURNAL
ABSTRACT: To address the problems of dynamic stability failures, the International Maritime Organisation plan to supersede the intact stability criteria. The draft criteria have been applied to a New Zealand naval patrol vessel to aid in understanding the implication imposed by the revised criteria. This paper addresses how the criteria were applied to the vessel and presents the outcomes of the calculated vulnerabilities. A computational simulation was conducted for the broaching phenomenon using four possible phenomenon-inducing wavelengths. It was found that the patrol vessel broached by more than fifteen degrees over a seven second time period. Therefore, taking into account the simplifications of the analysis, the OPVs, like other vessels, could be deemed vulnerable to the surf-riding and broaching-to phenomenon for these given, operationally avoidable, encounter conditions. Further analysis is recommended when the draft criteria is finalised.
Stream Gauging: Necessity; Selection of gauging sites; Methods of discharge measurement; Area-Velocity method; Venturi flume; Chemical method; weir method; Measurement of velocity; Floats Surface float, Sub–surface float or Double float, Twin float, Velocity rod or Rod float; Pitot tube; Current meter; Working of current meter; rating of current meter; Measurement of area of flow; Measurement of width - Pivot point method; Measurement of depth Sounding rod, Echo- sounder.
Contoh Pekerjaan pemodelan gelombang dengan menggunakan CMS Wave yang dilakukan Coastal Inlet Research Program (CIRP)
M. Baharudin Fahmi
baharudinfahmi@gmail.com
Coastal Engineer
This document discusses key ship measurements and dimensions. It defines terms like LOA, LWL, LBP, draft, beam, depth, displacement, and various coefficient metrics used to characterize a ship's shape such as block coefficient. The document is a lecture on basic ship dimensions and was presented by Adi Wirawan Husodo in 2012. Key dimensions discussed include length, width, depth, draft locations, and coefficients used to quantify properties like waterplane area and midship section.
Navy Invests in New Mine Warfare Technology (UPDATED)TJR Global
Sea-based mines are a constant concern in naval warfare. Like their land-based counterparts, they o{er adversaries a lowcost means of inicting potentially catastrophic damage. To counter that, the Navy is developing several new countermeasure platforms.
Riverside Population in Amazon: Culture, Environment and Construction TechniqueIJERA Editor
This article´s objective is to study the construction techniques of the riverside dwellers in the Amazon rainforest. The studied communities are located in the banks of the Solimões River, and suffer with the constant floods and physical phenomena related to the region environment. An ecosystem of thunderous natural forces, which makes it harder the importation of approaches from other regions as alternatives to the Amazon rainforest. As a method of research and understanding of the problematics, an assessment of the riverside communities in the city of Manacapuru and in two rural communities was carried out, surveying the cultural, social, and environmental characteristics of each community, and surveying the local constructive characteristics, materials and vernacular techniques. In the conclusion, we observed that: the relevance of a joint action to understand the wood and the housing durability, expanding the life cycle of the river buildings and reducing the impact on the rainforest. Regarding thermic comfort, it is important to redeem the bioclimatic techniques of crossed ventilation and to highlight the relevancy of sustainable techniques that work with local materials, such as natural fibers.
A Study on self-Compacting Concrete Using Portland Slag Cement with Partial R...IJERA Editor
Concrete plays a vital role as a construction material in the world. In the present scenario, waste materials from various industries are added to the mix. Over 400 million tons of waste materials are being produced by various industries every year. Foundries successfully recycle and reuse the sand many times in a foundry. When the sand can no longer be reused in the foundry, it is removed from the foundry and is termed as Foundry sand. Foundry sand production is nearly 6 to 10 million tons annually. There is a possibility of substituting natural fine aggregate with waste foundry sand which offers technical, economic and environmental advantages which are of great use in the construction sector. The construction industry is now slowly becoming aware of the environmental issues and other sustainable development issues for cement and concrete industries. It is looking for the ways and means to develop building products, which will increase the life span and quality. This thesis presents an experimental investigation on strength aspects like compressive, split tensile and flexural strength of Self Compacting Concrete (SSC) containing an industrial waste foundry sand. It is used as fine aggregate in varying proportions, replacing the fine aggregate with foundry sand as percentages of 0%, 25%, 50%, 75%, 100%. For this green SCC, all SCC tests are performed as per EFNARC guidelines i.e. slump flow, L-box, V funnel and T50 tests are carried out.
Causes of delays on Construction Projects in Kuwait according to opinion of e...IJERA Editor
This document summarizes a study on the causes of delays in construction projects in Kuwait according to engineers working in Kuwait. The study identifies 40 potential causes of delays from literature. It then uses a questionnaire survey to collect views from key players in the Kuwait construction industry on the importance of each potential cause. The responses are analyzed using a relative importance index method to rank the causes. The top 10 causes of delays identified are related to issues like lowest price bidding, poor contractor/subcontractor performance, payment delays, labor shortages, and conflicts. The study aims to propose ways to prevent delays in future Kuwait construction projects based on the identified important causes.
Graph-Based Algorithm for a User-Aware SaaS Approach: Computing Optimal Distr...IJERA Editor
As a tool to exploit economies of scale, Software as a Service cloud models promote Multi-Tenancy which is the notion of sharing instances among a large group of tenants. However, Multi-Tenancy only satisfies requirements that are common to all tenants as well as the fact that tenants themselves hesitate about sharing. In a try to solve this problem, the present paper propose a User-Aware approach for Software as a Service models using Rich-Variant Components. The main contribution of this approach is a framework summarized in a graphbased algorithm enabling deduction of an optimal distribution of instances on application's tenants. To illustrate and evaluate the framework, the approach is applied on a Software as a Service Application for private school management
Battery Remaining Useful life Forecast Applied in Unmanned Aerial Vehicle.IJERA Editor
The batteries has been widely used as an energy storage system for unmanned aerial vehicles (UAVs). To avoid faults in these systems (UAVs), which are powered by batteries, there are several approaches to forecast the Remaining Useful Life (RUL) of the batteries. In this work, it's proposed the use of a model based on Extended Kalman Filter (EKF) to estimate the RUL in Lithium-Ion batteries. The database used was available at NASA's repository in 2015.
A Mobile-Cloud based Context-Aware and Interactive Framework for Diabetes Man...IJERA Editor
One of the biggest preoccupations of any healthcare provider is trying to eliminate the mistakes during treatment. Using Cloud computing permits to host all information in one place and make it accessible anywhere, anytime, and any channel, especially when it comes to the disease diabetes mellitus. Diabetes mellitus is a group of diseases characterized by an elevated blood glucose level (hyperglycemia) resulting from defects in insulin secretion, in insulin action, or both. It is, today, the most challenging syndrome in the world. In the latest survey, the world’s 65% of the population is suffering from either Type 1 or Type 2 diabetes mellitus. The patient’s blood glucose level is not the same 24x7 hours in most of the cases and take medication 24x7 hours is impossible. Cloud Computing is so the best solution to check in the patient’s blood glucose control and try to balance it, especially at remote areas where healthcare services aren't easily available.
Thermal Preference: An analysis alternative approache to estimatethermalcomfo...IJERA Editor
Thermal comfort phenomenon is usually studied from thermal sensation perspectives on immediate environments from people’s perception; however, there is another key factor little if anything explored in this field which reinforces this acceptance/rejection physiological process: thermal preference. It is advisable, therefore, to analyze the thermal comfort from this approach that allows to explore it as a phenomenon of individual appreciation. This study is intended to estimate the local thermal comfort through the analysis of thermal preference using a sample of young adult residents of Pachuca city, in Hidalgo, México (semi-cold climate) during extreme thermal periods of a typical year: cold and warm. The data were processed using the “Average Interval of Thermal Sensation” (MIST)method, the results were evaluated applying Auliciems & Szokolaymathematical equations [1], as well as thermal sensation values previously estimated by the author. The results showed differences in terms of reference values of comparison; suggesting that Thermal Sensation (TS) analysis provides more consistent values than those obtained via the Thermal Preference (TP) analysis. Nonetheless, it allowed to infer that while the TS values implies a tolerable thermal range scenario, the TP analysis offers the idealization of thermal pleasing conditions.
Magneto-transport properties of MnGeP2 and MnGeAs2 filmsIJERA Editor
MnGeAs2 and MnGeP2 thin films were deposited on GaAs and Si substrates. For these film samples, roomtemperature ferromagnetism was observed from magnetization and resistance measurements and verified from hysteresis in magnetization measurements. Hysteresis as well as anomalous behavior in Hall effect measurements was found in the deposited MnGeAs2 and MnGeP2 films, implying spin polarization of the mobile carriers in the films. The Hall resistance measurements above the ferromagnetic transition temperature showed that the carriers are n-type in MnGeAs2 and p-type in MnGeP2.
Acute Toxicity of Fluazifop-P-Butyl (Herbicide) on Daphnia magna (Straus, 1820)IJERA Editor
In this research, fluazifop-p-butyl (herbicide) acute toxic effects on Daphnia magna (Straus, 1820) (Cladocera, Crustacea) widely used in agricultural areas inside of Çukurova Region was researched by bioassay method for to be informed about the possible negative effects that may be caused in the aquatic environment. In this study, methods of bioassay test which called static method has been applied. The study was carried out under laboratory conditions at 20±2 oC. The results has been estimated with the dose-response data were fitted a loglogistic model. The 24-h and 48-h acute LC50 values were calculated. According to the results, acute toxic effects researched fluazifop-p-butyl the LC50 acute toxic lethal concentration values for D. magna were calculated (95% confidence limits 7.46–9.52 mgl-1 ) 24-h LC50 8.78 mgl-1 and (95% confidence limits 4.32–4.95 mgl-1 ) 48-h LC50 4.63 mgl-1
CS Based Channel Estimation for OFDM Systems under Long Delay Channels Using ...IJERA Editor
Orthogonal frequency division multiplexing (OFDM) is a technique which are used in the next-generation wireless communication. Channel estimation in the OFDM technique is one of the big challenges, ever since high-resolution channel estimation can significantly improve the equalization at the receiver and consequently enhance the communication performances. Channel computation using superimposed pilot sequences is also a fully new area, idea for using superimposed pilot sequences has been proposed by various authors for different applications. In this paper, we are introduced a high accurate, low complexity compressive sensing (CS) based channel estimation namely Auxiliary information based Subspace Pursuit (ASP) in TFT-OFDM systems. ASP based channel estimation in TFT-OFDM system is based on two steps. First is, by exploiting the signal structure of recently proposed TDM-OFDM scheme, the supporting channel information is obtained. Second is, we propose the supporting information based subspace pursuit (SP) algorithm to use a very small amount of frequency domain pilots embedded in the OFDM block used for the exact channel estimation. Moreover, the obtained auxiliary channel information is adopted to reduce the complexity of the conventional SP algorithm. Simulation results demonstrate a important reduction of the number of pilots relative to least-squares channel estimation and supporting high-order modulations like 256 QAM.
Design and Fem Analysis of Car Alloy WheelIJERA Editor
The requirements for improved stiffness, reliability, fatigue life and increased efficiency involves challenges of developing innovative design solutions. The present work mainly focus on the design of car alloy wheel, where the analytical and FEM analysis approach was implemented to analyze baseline design. Initially static analysis was performed to obtain total deformation, strain and the stress of car alloy wheel. Three Dimensional model was created using CATIA and FE software ANSYS was used for discretization and analysis to obtain expected solution. The results were obtained through linear static analysis in terms of Total deformation while Minimum principal stress, Max Principal stress were found to be nearly equal for both 6 arms wheel and 4 arms wheel and 22.16 % of reduction in weight was observed and hence overall weight of the car alloy wheel was optimized.
An Experimental Study on Behavior of Partial Replacement of Cement with Groun...IJERA Editor
Concrete has occupied an important place in construction industry in the past few decades and it is used widely in all types of constructions ranging from small buildings to large infrastructural dams or reservoirs.GGBS is obtained from making of iron.It Is no use for other things.It pollutes the environmental such as land pollution, water pollution etc..when we use the GGBS in partial replacement of cement it increase the strengths of the cubes as well as decrease the pollution of the environmental.In my investigation GGBS used at 10%,20%,30%,40%,50% for M20 and M30 43 grades.It is gives increase strength values at 10%,20% and 30% compared to normal mixes.
Methods for assessment of a cooling tower plume sizeIJERA Editor
Currently, several methods exist for assessment of the total size of a cooling tower plume, which is created in the space above the evaporation cooling systems. Practically all the available methods, however, allow only qualitative assessment of this size. With the development of moisture recovery systems, there is a need to quantify the cited phenomenon, particularly to allow for assessment of MRE systems. The contribution for this reason discusses the compilation of a simple mathematical model on whose basis the cited quantification may be done. At the same time, it has also been proven that not even one of the methods applied to date can give correct results
Elaboration and sensory evaluation of pecan nut butter (Carya Illinoensis K) ...IJERA Editor
The objective of the present work was to elaborate two butters with pecan nut (Carya Illinoensis K), suitable for people with chronic degenerative diseases and with cardio vascular risk. Because are these diseases are one of the leading causes of death in the world. The pecan nut (Carya Illinoensis K) is a food rich in monounsaturated fatty acids (MUFAs) such as oleic acid and polyunsaturated fatty acids (PUFAs) such as linoleic acid, which have been shown to be effective in lowering LDL cholesterol levels. A sensorial test was also carried out to see the grade level of this product, finding that it was well accepted by potential consumers. The parameters that most influenced the choice and acceptability of butter were the appearance and consistency.
Software Development for the Analysis and Design of Ship Berthing StructuresIDES Editor
The construction and maintenance of berthing
structures are very expensive and therefore the most economic
design should be adopted. To arrive at an economic design the
structural engineer has to repeat the design for different
alternatives for all loading conditions. To minimize his effort
a computing tool has become necessary.
Software BESTDESIGN has been developed using
the computer language Visual Basic and the Database MSAccess
for the analysis and design of ship berthing structures.
The software can be used for the analysis and design of new
berthing structures and can also be used for obtaining the
design aspects while reconstructing an existing structure.
The software developed was tested with the requirements at
Cochin Port. Cochin Port Trust is the authority of a number
of ship berthing structures. Some of them are to be
reconstructed and there are new projects involving the
construction of new ship berths or the extension of existing
berthing structures.
IRJET- Analysis of Loads and Design of Passenger Boat Berthing Structure ...IRJET Journal
This document analyzes the loads and designs a passenger boat berthing structure for a water metro terminal in Kochi, India. It summarizes the various loads considered in the design, including dead load, live load, wind load, seismic load, earth pressure, current load, berthing load, and mooring load. It then describes the design of key structural elements like beams, deck slabs, piles, and pile caps. The analysis and design satisfy safety and consider the local soil and environmental conditions to economically support passenger ferry operations at the new water metro terminal.
IRJET- Analysis and Design of Berthing StructureIRJET Journal
This document analyzes and designs a berthing structure for a proposed port in Belekeri, India. It describes modeling the structure in STAAD Pro software and applying loads according to codes, including dead load, live load, berthing force, mooring force, seismic loads, and various load combinations. The structure is modeled as a 3D assembly of piles and beams. Five cases with varying pile lengths are analyzed and their designs are compared to the baseline model with uniform pile length. Load cases are defined according to Indian codes and applied to the model. Results of the analysis are presented in tables and figures. The study aims to optimize the berthing structure design based on varying subsurface soil conditions.
1. The document provides information on ship construction, including definitions of key ship design terminology and descriptions of basic ship types and designs.
2. It discusses the three main stages of initial ship design - concept, preliminary, and contract design. Key ship dimensions and specifications that are determined at each stage are outlined.
3. Ship types covered include liquid cargo ships, dry cargo ships, passenger ships, offshore vessels, fishing vessels, and naval vessels. The evolution of cargo ship designs over time is summarized.
IRJET- Preliminary Design of Floating Dry DockIRJET Journal
This document presents the preliminary design of a 20,000 ton lifting capacity floating dry dock. It includes the general arrangement plan, design criteria for dock dimensions, machinery selection, and stability reports. Key aspects of the design are determining the appropriate length and width based on classification society rules to dock ships. Hydrostatic properties and freeboard requirements are analyzed. The dock is designed to meet minimum transverse stability requirements. The conclusions determined that a floating dry dock is the most suitable option for the site, and that the preliminary design satisfies classification society requirements.
This document provides an overview of the preliminary design process for a proposed high-speed catamaran ferry between Egypt and Saudi Arabia. The key steps discussed include:
1) Analyzing port characteristics in Egypt and Saudi Arabia to select Safaga port and Yanbu port as suitable locations.
2) Estimating principal dimensions of the ferry based on statistical data from similar vessels and performance requirements.
3) Developing lines plans and calculating hydrostatic properties to inform the hull design.
4) Selecting aluminum alloys for construction and calculating plate thicknesses based on structural load calculations.
This document discusses port planning and characteristics of good seaports. It outlines factors to consider like connectivity, depth, protection from waves, storage, and facilities. It also discusses dry ports, bulk cargo, transshipment ports, ports of call, necessary surveys, regional transportation development, forecasting cargo and passenger demand, and calculating a port's cargo handling capacity. Key aspects include considering infrastructure, operations, traffic potential, natural conditions, and matching supply and demand to utilize port resources effectively.
Challenges and prospects of Bay Container Terminal, Chittagong.MOHIMENUL
This document outlines the challenges and prospects of the Bay Container Terminal (BCT) project in Bangladesh. It discusses several challenges for BCT, including construction challenges like building breakwaters and dredging, operational challenges related to vessel operations and yard management, strategic challenges around competition and connectivity, and environmental challenges. Potential strategies to address the challenges include phased development, choosing an appropriate port governance model, and implementing environmental management measures. The document also explores prospects for BCT such as economic growth, increased cargo traffic, and potential to serve as a transshipment hub. Recommendations include implementing BCT as a priority project and improving connectivity through rail upgrades.
This document provides an overview of harbour engineering. It defines a harbour as a sheltered area for loading and unloading cargo where vessels can also be built, repaired, and launched. It describes the requirements of a good harbour, including sufficient depth for visiting ships, secure anchorage, protection from waves using breakwaters, and a wide entrance. Harbours are classified based on the protection needed (natural, semi-natural, artificial), utility (refuge, commercial, fishing, military), and location (canal, lake, river, sea). The key factors in harbour design are also summarized such as depth, size, shape, entrance width, and site selection criteria.
Planning and design of facilities for ships to discharge or receive cargo and passengers.
REQUIREMENTS OF A GOOD HARBOR
Classification of Harbor
Littoral drift
coastal current
Break water
Classification of breakwaters:
REVIEW PAPER ON “HYDRAULIC AND HYDROLOGICAL IMPACT ON BRIDGE”IRJET Journal
This document summarizes a review paper on the hydraulic and hydrological impacts on bridges. It discusses how hydrological and hydraulic studies are important for estimating flood levels and ensuring bridge design can withstand 100-year floods. The paper reviews different hydrological and hydraulic methods for calculating flood discharges at bridge locations. It also discusses fluid-structure interactions and how flood waters can impact bridge piers. Hydraulic data from case studies is presented, including catchment area, water levels, discharge rates and bridge proposals. The conclusions emphasize the need for river improvement works near bridges and continuous monitoring to avoid situations that could increase erosion.
Using Half Pipes as Permeable BreakwaterIRJET Journal
This document describes a study that investigated using half pipes as permeable breakwaters to protect coastlines in Egypt. Two types of half pipe breakwaters were tested experimentally and numerically: horizontal half pipes shaped like an H, and vertical half pipes shaped like a C. Physical models were used to identify the hydraulic performance of the barriers under different wave conditions. A numerical model was also developed using FLOW-3D software and validated against the laboratory data. The results showed that increasing the relative water depth decreases the amount of wave transmission through the barrier and increases wave reflection. Permeable breakwaters were found to effectively dissipate wave energy while avoiding issues caused by traditional solid breakwater structures.
IRJET - Research on Design of Semi-Polygonal Segment of Submerged Floating Tu...IRJET Journal
This document summarizes research on the design of semi-polygonal segments for a submerged floating tunnel. Key points include:
- The tunnel would float due to buoyancy and be held in place by tethers or bracings between two tunnels.
- Materials used include aluminum 6061 for the outer layer, reinforced concrete for the inner layer and structure, and expanded polystyrene foam as an insulator.
- Calculations were done to determine buoyancy to weight ratios for different segment lengths (100m, 250m, 450m) to ensure stability and proper submergence under water. Ratios of over 1 were achieved, allowing the segments to float safely.
NON-LINEAR STATIC ANALYSIS OF A BERTHING STRUCTURE SUBJECTED TO VARIOUS CRANE...IRJET Journal
The document discusses non-linear static analysis of a berthing structure subjected to various crane loads. It analyzes a berthing structure module from Visakhapatnam port divided into 11 sections for loads including 20-28 tonne cranes. The berthing structure was modeled and analyzed using STAAD Pro software. Results found deflections, bending moments, and shear forces increased with heavier crane loads. A literature review discussed previous studies analyzing berthing structures under different load combinations and conditions.
IRJET- Planning and Design of Container TerminalIRJET Journal
This document discusses the planning and design of a container terminal including a breakwater, jetties, and wharf. It aims to satisfy prompt accommodation of ships with minimum wait times while maximizing berth usage. The design approach considers loads like dead load, live load, mooring forces, berthing forces, wind, and seismic loads. The breakwater, jetties, and wharf are designed to withstand these loads through their structural components. Analysis of the designs is conducted using software to compare with manual calculations. The terminal is planned in phases to ultimately reach a capacity of 127 million metric tons per annum.
IRJET-Analysis of Offshore Jacket StructureIRJET Journal
This document discusses the analysis of offshore jacket structures using linear static analysis in SACS software. It begins with an introduction to offshore structures and jacket platforms used in relatively shallow waters for oil and gas exploration. It describes the objectives of analyzing the jacket structure in SACS to study and optimize the design. The document then discusses environmental loads on offshore structures, load combinations, and modeling the structure geometry, foundation, and loads in SACS for static linear analysis. This allows calculating displacements, stresses, and reactions to check the integrity and strength of the jacket design.
This document discusses the hydraulic and structural design of navigational locks. It describes the main components of a navigation lock including approach channels, lock pit, and filling/emptying culverts. It discusses design considerations for the lock pit, retaining walls, filling/emptying arrangement, and operating gates. It then provides details on the structural design of counterfort retaining walls for the specific lock, including assumptions, design loads, and stability analysis. It also discusses the inlet/outlet culvert structures for filling and emptying the lock.
This document proposes the design of an autonomous, battery-operated ship for use on India's inland waterways to increase efficiency and profit margins. Key aspects of the design include removing ballast tanks through a raked keel design, automating machinery, using vector propulsion via azimuth thrusters, and fully battery-powered electric propulsion. Simulations show the design reduces resistance, increases payload capacity, and lowers energy consumption compared to current inland vessels. The aim is to create a ship that requires no manual operation or maintenance to ply autonomously on National Waterway 1 in India.
The document discusses different types of offshore platforms used for oil and gas exploration and production. It provides an overview of fixed platforms like jacket platforms, compliant towers, and concrete gravity structures used in shallow to moderate depths. Floater platforms discussed include tension leg platforms and semisubmersible platforms used in deep waters. The document also reviews several technical papers on topics like offshore platform design, wave forces on decks, grouted connections, concrete structures, chloride penetration, and concrete durability.
IRJET- A Study on Corrugated Bulkheads for Bulk CarriersIRJET Journal
This document discusses the advantages of using corrugated bulkheads instead of stiffened bulkheads in bulk carriers. Corrugated bulkheads eliminate the need for additional stiffening of the bulkhead plating and have a higher strength-to-weight ratio. They allow for easier retrieval of leftover cargo from the holds and easier maintenance compared to stiffened bulkheads where cargo can get stuck in narrow corners. The document analyzes the design and benefits of corrugated bulkheads through 3D modeling and concludes that they are more efficient and improve safety regulations compared to stiffened bulkhead designs.
Similar to Analysis and Design of Marine Berthing Structure (20)
Comparative analysis between traditional aquaponics and reconstructed aquapon...bijceesjournal
The aquaponic system of planting is a method that does not require soil usage. It is a method that only needs water, fish, lava rocks (a substitute for soil), and plants. Aquaponic systems are sustainable and environmentally friendly. Its use not only helps to plant in small spaces but also helps reduce artificial chemical use and minimizes excess water use, as aquaponics consumes 90% less water than soil-based gardening. The study applied a descriptive and experimental design to assess and compare conventional and reconstructed aquaponic methods for reproducing tomatoes. The researchers created an observation checklist to determine the significant factors of the study. The study aims to determine the significant difference between traditional aquaponics and reconstructed aquaponics systems propagating tomatoes in terms of height, weight, girth, and number of fruits. The reconstructed aquaponics system’s higher growth yield results in a much more nourished crop than the traditional aquaponics system. It is superior in its number of fruits, height, weight, and girth measurement. Moreover, the reconstructed aquaponics system is proven to eliminate all the hindrances present in the traditional aquaponics system, which are overcrowding of fish, algae growth, pest problems, contaminated water, and dead fish.
Advanced control scheme of doubly fed induction generator for wind turbine us...IJECEIAES
This paper describes a speed control device for generating electrical energy on an electricity network based on the doubly fed induction generator (DFIG) used for wind power conversion systems. At first, a double-fed induction generator model was constructed. A control law is formulated to govern the flow of energy between the stator of a DFIG and the energy network using three types of controllers: proportional integral (PI), sliding mode controller (SMC) and second order sliding mode controller (SOSMC). Their different results in terms of power reference tracking, reaction to unexpected speed fluctuations, sensitivity to perturbations, and resilience against machine parameter alterations are compared. MATLAB/Simulink was used to conduct the simulations for the preceding study. Multiple simulations have shown very satisfying results, and the investigations demonstrate the efficacy and power-enhancing capabilities of the suggested control system.
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Analysis and Design of Marine Berthing Structure
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Analysis and Design of Marine Berthing Structure
T.Vivek1
, R.Durga prasad2
1
P.G. Student, Department of Civil Engineering, Swamy Vivekananda Engineering college, Kalavarai, bobbili,
vizianagaram, Andhra Pradesh, India.
2
Assistant Professor, Department of Civil Engineering, Swamy Vivekananda Engineering college, Kalavarai,
bobbili, vizianagaram, Andhra Pradesh, India.
ABSTRACT
In the present dissertation a berthing structure was analyzed and designed using different load conditions and the
best possible way to construct a new berthing structure was described. All the suitable and useful data was
adopted from the proposed site location at Visakhapatnam Port and studied carefully before designing the
structure. The proposed berthing structure was modeled with suitable geometry using STAADPRO, after which
all considerable loads on the structure were induced and analyzed carefully. Different sectional dimensions were
trialed during the analysis and the most acceptable structure was designed with providing all structural members
with suitable reinforcement and satisfying all marine safety conditions.
I. INTRODUCTION
The berthing structures are constructed for the berthing and mooring of vessels to enable loading and
unloading of cargo and for embarking and disembarking of passengers, conveyances etc. The orchestrating and
design of berthing structures depend on sundry factors. In the present study of the project, we described a
felicitous way to design an incipient berthing structure with example of one of the proposed berthing structure in
Visakhapatnam port. So afore analyzing and designing, the influence factors which effected on the structure
were taken into consideration such as soil characteristics of the proposed location, environmental conditions and
range of traffic.
All the rudimental Data was adopted from Visakhapatnam port which were supposed to be utilized in
the project such as geotechnical data, environmental data, and traffic forecasting data. The entire Berth length of
100m was divided into 3 units of each 33.33 in length with an expansion joint of 40mm between successive
units and proposed in the inner harbour, designated for handling liquid cargo like Sulphuric acid, Phosphoric
acid, phosphoric acid, edible oils etc. The details of the structural element are discussed under the conceptual
design. The design dredge level is taken as -16.10m.
A berthing structure is a capital injuctively authorizing project, thereby; optimum utilization of both
space and capital becomes essential. This denotes that felicitous orchestrating of the sundry units undergo from
congestion or inflexibility due to short comings in orchestrating or due to erroneous estimate of the traffic and or
land requisite. Berthing structures vary generally from port to port. The number of berths will depend upon the
number of ships to utilize the port and the time it will take to ejection and take on cargo or passengers. Berthing
structures should be located in the most bulwarked part of the harbor or along the the wind and waves as
possible.
II. DESIGN PARAMETERS OF BERTHING STRUCTURES
2.1.1 PLACE OF CONSTRUCTION
The determination of location influenced by easy accessibility for ships, sufficient draft availability during the
year, favorable metrological and wave hydro dynamic conditions. Amount of the forces on marine structure
depends on last two factors.
2.1.2 TYPES
After determination of the location for structure, have to select the kind of structure for construction and the
factors controlling the selection of the kind of structure are depending on the conditions of water flowing and
Geotechnical properties of soil.
Classifications of berthing structure are basically Piers and Wharfs
1) Wharf – A berthing structure which is parallel to shore line. It is generally adjacent to the shore, and may not
be very near to shore
RESEARCH ARTICLE OPEN ACCESS
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2) Pier - A berthing structure which is project into water that means perpendicular to shore. This structure need
not be exactly perpendicular to shore; it may be with some angle to shore. These structures also are like T or L
shape.
2.1.3 WAY OF SELECTION TO CONSTRUCT BERTHING STRUCTURES
Type of berthing structure and utilized material for construction depend on various factors
Local customs and practice: for suppose, Europe used the massive quays, whereas, America used the open and
light structures.
Material availability
Construction cost.
Method of construction.
Dimension and mass of ships handled in the port.
2.1.4 REQUIRED NUMBER OF BERTHS
The determination of number of berths depends on handling of traffic in port .the planning of a new terminal
was influenced by initial investment.
The approximate relations used for the determination of the required number of berths are:
N1= W/ R* H * D
Where,
N1= essential amount of berths for a certain cargo.
W = yearly amount of this cargo imported and exported(T/year).
R = handling rate of this cargo on the berth. (T/ hour) H = number of working hours per day. (Hour/ day) D =
amount of working days per year. (Day/ year)
N1 is calculated for each kind of cargo, and the overall number of berths in the port N for all types of cargo is:
N = N1 + N2 + N3 +……..
2.1.5 LONGITUDINAL DIMENSION OF BERTH
The function of the terminal and size of vessel determines the berth length and ships calling to port also
influence the length
Berth length required for main line vessels is 275+25=300m
Berth length required for feeder vessels is 150 +50 = 200m
2.1.6 REQUIRED AREA OF BERTH
Berthing territory ought to be focused around the length and broadness of the biggest size of boat
utilizing for the berths. Berthing range is the zone before the berthing structure needed for berthing vessels
furthermore suits the administration vessels. Length needed for berthing a vessel and its surging developments
because of wave and momentums are for the most part defined as 10% of boats length, subject to at least 15m.
d1 ought not be short of what (L1+l2)/20 and d2 >= (L2+l3)/20 where there are solid obstructions, the safe
separation of d0 = 25 – 30 m is permitted. The width of the berthing zone ought to be 1.15 B + b where B is the
shaft width of the outline vessel and b is the width of the attending craft.
2.1.7 DRAFT MAINTENANCE ALONG THE BERTH
The third era holder vessels have a draft of 12.5 m. Subsequently a depth of 13.5 m must be kept up close by the
quay amid all conditions permitting sufficient depth for different remittances. Depth at the compartment ought
to be 10% in abundance of most extreme stacked draft of configuration vessel to consider silting and vertical
movement.
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Fig: 2.1.7 draft representation along the berth
2.1.8 WIDTH OF BERTH APRON
Cover width of a quay is reliant on the sort of equipment utilized for stacking and exhausting
operations. The apron width is picked focused around the facilities gave. The width of the berth will in a general
sense rely on upon space prerequisites of substantial obligation boat to shore cranes which must have versatility
all through the length of berth. The necessity, for the width of apron varies with the separation from berthing
line to the first rail track of the gantry crane and with the back compass of the crane. Measurements of the
holder cranes may shift appropriately to the outline and limit of the crane. Obliged width of the cover for
commonplace compartment crane is 2 to 4 m for the separation from water front to the first rail, 20 to 35 m for
the track width of the crane and 8 to 16 m for back achieve, making a sum of 30 to 55 m towards back.
2.1.9 ELEVATION OF DECK
Deck elevation is fine-tuned at or above the highest high spring dihydrogen monoxide level plus half the wave
height near the berth plus a free board of 1m. The maximum distance of quay edge inclusive of fine-tuned
fenders from the outer track of the crane is about 2.65m.
2.1.10 TURNING CIRCLE
Measurements of turning loop are subject to the predominating power of wind, current and the force of tugs
accessible for aid. The accompanying criteria may be followed in either case for figuring the radius of the circle:
i) Without tug support - 1.7 l
ii) With tug support - 0.85 L
The third era boats will have a draft of 12.2 m. Consequently a navigational channel which can suit these boats
is important with a base depth of 13.5 m.
2.1.11 AREA REQUIRED FOR STACKING PURPOSE
The zone needed for capacity of holder inside the terminal relies on upon the accompanying elements
1) Throughput anticipated that will pass through the terminal for every annum.
2) Dwell time of containers inside the terminal. This is the mundane time a container would utilize in the yard
after import and afore re-trade in a transit terminal.
3) The kind of container handling equipment utilized for stacking.
4) Average stacking height: Containers are not stacked to the most extreme tallness in all the spaces inside the
stacking region. This is obliged to empower the taking care of supplies to get the lower holders in the stack
for release. Moreover, containers need to be isolated by end, weight class, and direction of peregrinate in
some cases by sorts and frequently shipping line or accommodation. Subsequently there is dependably a
proportion between the mundane stacking stature and most extreme stacking tallness
5) Peaking factor: This is the degree of the crest activity to the average traffic, generally taken in the middle of
1.3 to 1.4.
6) Ratio of working slots: All the slots gave on the ground can't be accessible for stacking because of different
reasons. The degree of working spaces to general apertures is generally taken as 0.8.
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III. INDUCED LOADS ON BERTHING STRUCTURE
The whole EQ (Eastern Quay)-10 berth length of 100.07 m is separated into 3 units of every 33.33 long
with an expansion joint of 40mm between progressive units
The proposed EQ-10 berth is implied for taking care of fluid freight like Sulphuric corrosive, Phosphoric
corrosive, phosphoric corrosive, eatable oils and so on the subtle elements of the structural component are talked
about under the applied configuration .in spite of the fact that the concession understanding accommodates
dredging must be conveyed up to -16.10m .henceforth the outline dredging level is taken as -16.10m
IV. ANALYSIS OF INDUCED LOADS
4.1.1 DEAD LOAD
Fig: 4.1.1 Dead load representation on structure
All dead loads of and on structures identifying with docks and harbor ought to be evaluated and
included in the design configuration. Dead loads comprise of the weight of all parts of the structure and also the
weight of all permanent connections. The DL of a port related marine structure constitutes a relative little rate of
the total burden acting up on the structure.
Wearing coat (Apron) = 0.20 X 25 = 5 kN/m2
(density of the concrete is taken 25 kN/m3
)
Slab weight = 0.30 X 25 = 7.55 kN/m2
Beams
Transverse beams = 1.10 X 1.80 X25 = 50kN/m
Longitudinal beam = 1.10 X 0.60 X 25 =16.5 kN/m
Pile =1.70X21.65X25=920.12 kN/m
4.1.2 LIVE LOAD
Fig: 4.1.2 Live load representation on structure Additional charges because of put away and stacked
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material, for example, general load, mass freight, holders and burdens from vehicular movement of assorted
types, including trucks, trailers, track, and cranes, containers handling equipment and development plant
constitute vertical1ive loads. Vertical LL comprise of the weight of all versatile equipment’s on the structure
Serial Functioning Truck Uniform
number berth loading vertical
LL(T/m2
)
1 Passenger berth B 1.0
2 Bulk unloading A 1.0 to 1.5
and unloading
berths
3 Container berths A or AA 3 to 5
or 70R
4 Cargo berth A or AA 2.5 to 3.5
or 70R
5 Heavy cargo A or AA 5 or 6
berth or 70R
6 Small boat berth B 0.5
7 Fishing berth B 1.0
The function of berth related to Truck loading A or AA or 70R (Heavy cargo berth) so we are adopted 50
kN/m2
.
4.1.3 BERTHING LOAD
Fig: 4.1.3 berthing load representation on structure
Berthing Energy - When an approaching vessel strikes a berth a level power follows up on the
compartment. The magnitude of this power Depends on the kinetic energy that can be ingested by the Fendering
framework. The response energy for which the berth is to be composed can be acquired and Deflection-response
outlines of the fendering framework picked. These outlines are realistic from bumper producers the Kinetic
energy E, bestowed to a fendering framework, by a vessel moving with speed V m/s is given by:
W V 2
E 2
D
g (Cm )(Ce )(Cs )
WD = displacement tonnage (DT) of the vessel
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
Cs = soft coefficient
E 200000X 0.102
X 0.51X1.60X 0.95 =80kN.m
2 X 9.81
27 kNm/33m for 1unit of berth (33 meters)
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4.1.4 MOORING LOAD
Fig: 4.1.4 mooring load representation on structure
The mooring burdens are the lateral loads brought about by the mooring lines when they pull the boat
into or along the dock or hold it against the powers of wind or current. The most extreme mooring burdens are
because of the wind compels on uncovered range on the open side of the boat in light condition
F Cw Aw P
F = force due to wind in Kg Cw = shape factor = 1.3 to 1.6
Aw = wind age area in m2
P = wind age pressure in m2
to be taken in accordance with IS: 875-1964
The wind age area (Aw) can be predictable as follows: Aw= 1.175Lp (DM-DL)
Where
Lp= length between perpendicular in meter DM= mould depth in m, and
DL=average light draft in m.
Actual this is the definite procedure but port engineers suggested that bollard pull =900kN is adopted (Design
load) Generally mooring load act in various angle of forces so we have to resolve on the mooring point while
designing the berth. And spacing taken as bollard to bollard is 15m c/c ,if suppose we fixed 7 bollards then the
load on each bollard is 900/7 =F =128kN
Resolving of forces on mooring points are
Horizontal component = Fcos = 90kN
Vertical component = FSin = 90kN
Generally angle is taken as 450
here if necessary need to calculate at different angles as per maximum ship
moment observations.
4.1.5 CURRENT LOAD
Fig: 4.1.5 Current load representations on structure
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Loads because of Current - Pressure because of flow will be connected to the zone of the vessel
beneath the water line when completely stacked. It is roughly equivalent to w v2
/2 g per square meter of range,
where v is the velocity in m/s and ID is the unit weight of water in tones/ml. The boat is for the most part
berthed parallel to the current with powerful currents and where berth arrangement really goes astray from the
bearing of the current, the' likely force should be considered by any familiar method and taken into account.
F= w v2
/2 g
=1.025 tonnes/m3
Unit weight of water ( w)
Velocity of current ( v) =0.26m/s
Acceleration due to gravity = 9.81m/s2
F = 0.035kN/m2
For 1 unit of berth F = 0.035X33X21.65 =25kN
25kN for 12 piles for each pile F = 2.02 kN
Load distribution is converted as uniform on pile F= 2.02/21.65 =0.096KN/m
4.1.6 WIND LOAD
Wind contributes primarily to the lateral loading on a pier. It blows from many directions and can vary
without detect. The wind impinging upon a surface increases the pressure on that surface and results in a force
loading. However, given the construction characteristics of an open pier, the loading on the structure itself is
minor compared with the wind effects of the ship moored along side. The exposed, directional, surface region of
the ship is susceptible to wind loading which is then transferred to the pier. When designing a pier, historical
wind data, along with the design ship size, is analyzed to size the structural members according to the
predominant wind direction.
Design wind speed (Vz) = Vb k1k2 k3
Vb = basic wind speed
k 1= probability factor (Risk coefficient) K2= terrain, height and structure size factor K3= topography factor
Vz = (50)(0.92)(1.05)(1) =48.3m/sec
Design wind pressure = 0.6(vz)2
p=1400N/m2
=1.4kN/ m2
Now the design wind pressure is resolved as nodal loads on structure
=1.4X 33X1 =46.2/12 =3.85 kN
4.1.7 SESMIC LOAD
Fig: 4.1.7 Lateral load representation on structure
Design seismic base shear VB= AhW
Ah = horizontal seismic coefficient
W = seismic weight of structure
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4.1.8 EARTH PRESSURE
Fig: 4.1.8 Earth Pressure representation on structure
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4.1.9 HYDROSTATIC PRESSURE
On account of waterfront structures with inlay, the weight created by distinction in water level at the
fill side and waterside must be considered in design configuration. The magnitude of hydrostatic pressure is
affected by the tidal extent, free water variances, the ground water deluge, the porousness of the establishment
of foundation soil and the structure and also the proficiency of accessible refill drainage
Fig: 4.1.9 hydrostatic load representation on structure
P= h
=unit weight of water=10kN/m3
H= water head on structure; m P=10 X 18 =180kN/m2
= 180X1.57=270kN/m on every pile
BASIC LOAD COMBINATIONS
1.5DL+1.5LL+1(EARTHPRESSURE)+1(HY
DROSTATICPRESSURE)+1.5(BERTHING LOAD)+1.5(MOORING LOAD)
1.2DL+1.2LL+1E.P+1.2H.P
1.2DL+1.2LL+1EP+1HP+1.5(WIND LOAD)
1.2DL+1.2LL+EP+1HP+1.5(SEISMIC
LOAD)
5.DESIGN
5.1DESIGN OF BEAM
TRANSVERSE BEAM
Pile cap beam
Grade of concrete:M40
Grade of steel:Fe415
Size of the bar:32mm
Spacing between bars:238mm
Cover:50mm
LONGITUDUNAL BEAM
Grade of concrete:M30
Grade of steel:Fe415
Size of the bar:20mm
Spacing between bars:125mm
Cover:50mm
Shear reinforcement:12mm@150mm/cc
Size:600mm x 1100mm
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5.2DESIGN OF SLAB
Thickness of slab:300mm
Effective depth:217mm
Effective cover:75mm
Grade of concrete:M40
Grade of steel:Fe415
5.3DESIGN OF PILE
Grade of concrete:M40
Grade of steel:Fe415
Dia of the pile:1700mm
Size of bar:40mm
Spacing between bars:76mm
Cover:50mm
Tie reinforcement:16mm@300mm/cc
V. CONCLUSION
Different factors are to be considered while analyzing and designing the berthing structure. Lateral
loads on the berthing structures are more eminent than those on land– based structures. Congruous
environmental data, traffic forecasting and soil data ought to be received from the proposed site location, typical
load distribution is induced on the shore line structures, so need to utilize STAAD Pro software for the analysis
and design.
The structure was analyzed and designed satisfying various loading conditions and dimension analysis
for economical aspect was additionally taken care of without exceeding the structural safety. Afore going for
designing or orchestrating a berthing structure, all the present and future optimistic conditions regarding traffic
data, hinterland expansion and industrialization of that particular hinterland are to be studied, which additionally
play a major role in shaping the project inception at the first place.
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