This document provides an overview of berth development projects at several ports. It discusses the scope of improving existing berths at Morehead Port in North Carolina and the Panama Canal by strengthening structures, increasing dredge depth, and adding new finger piers for larger ships. It also reviews a project to monitor lateral soil movement during dredging near berths constructed with diaphragm walls and piles at Jawaharlal Nehru Port in Mumbai. Geotechnical site investigations including testing were important for understanding soil conditions and designing stable berth structures.
This document provides information on Farrans, a UK-based building and civil engineering contractor. It summarizes some of Farrans' marine portfolio projects, including the construction of a new deep water berth and quay wall at Belfast Harbour, widening of the Seaforth Passage in Liverpool, repairs to a cooling water outfall structure in Heysham, construction of a new harbour wall in Granton, redevelopment of berthing areas and construction of a new quay wall at Montrose Deep Water Berth, construction of Pointhouse Quay in Glasgow, and renewal of Berth 6 in Montrose.
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.
Offshore structures are designed to withstand harsh marine environments and extract oil and gas resources from deep waters. There are several types of offshore structures depending on water depth, including fixed platforms, compliant structures, and floating structures. Fixed platforms include steel template structures and concrete gravity structures suitable for shallow to medium depths. Compliant and tension leg platforms are used in deeper waters from 300-1200m. Floating structures like semi-submersibles and FPSOs are used in the deepest waters from 300-1500m. Offshore structures must be designed to withstand various loads including gravity, wind, wave, current, and seismic loads. Accurate prediction of environmental loads is important for design.
(2012) - Fok N, Vincent P, Qiu T, Krzeminski M - A Case Study of Ground Impro...Michal Krzeminski
This document summarizes a case study of ground improvement using controlled modulus columns (CMCs) for a bridge project in Victoria, Australia. Soft and compressible soils up to 6 meters thick at the site required ground improvement to reduce long-term settlements. CMCs were installed in a grid pattern to a depth of 6-9 meters to transfer loads through the soft soils to a denser layer below. Numerical modeling predicted total settlements of less than 50 mm after construction. Monitoring of settlements and performance is ongoing.
An artificial island is constructed rather than formed naturally. There are several methods to create artificial islands including expanding existing islets, constructing on reefs or amalgamating natural islets. Artificial islands are constructed for urban development, industry, infrastructure like ports and airports, recreation, and resource extraction like oil drilling. They are designed considering factors like water depth, waves, climate, foundations, and environmental impacts. The construction process involves preparing the seabed, placing precast piles, compacting soil, adding surrounding rock barriers, and allowing construction to begin.
Bahrain - Half Moon Bay Project - Project ManagerNiels Asjee
This document summarizes the design and construction of Half Moon Bay island in Bahrain, which consisted of creating three circular islands enclosing an inner basin. Key points:
- Engineering firm Hydronamic designed the islands and advised on construction. Their innovative design used a sand berm instead of rock in deeper areas, saving approximately 50% on rock costs.
- Construction by Boskalis Westminster Middle East was completed in February 2006. Challenges included building scour protection and installing geotextile.
- Post-construction monitoring found the rock placement and beaches had performed according to design with no damage or erosion issues after two years.
This document discusses different types of breakwaters. Breakwaters are structures built along coasts to protect areas from wave disturbance. There are three main categories: rubble mound breakwaters, vertical-wall breakwaters, and floating breakwaters. Rubble mound breakwaters are constructed from natural rubble or stone and are the most widely used in Indian ports due to their cost-effectiveness. Vertical-wall breakwaters use concrete blocks or mass concrete and reflect waves without dissipating much energy. Floating breakwaters are removable structures constructed from caissons or pontoons that can be sunk or floated as needed.
Deep foundation construction in bouldery bed an over viewR K DHIMAN
This document discusses the challenges of constructing deep foundation caissons in bouldery soil strata. It describes two case studies of bridge projects that encountered difficulties: the Dimwe Bridge, where sinking the caisson was slowed by large boulders, and the Dalai Bridge, where pneumatic sinking was required below 18m due to tough soil. The document emphasizes the importance of considering construction methods, stratification, and allowing for potential variation when designing foundations in heterogeneous bouldery beds.
This document provides information on Farrans, a UK-based building and civil engineering contractor. It summarizes some of Farrans' marine portfolio projects, including the construction of a new deep water berth and quay wall at Belfast Harbour, widening of the Seaforth Passage in Liverpool, repairs to a cooling water outfall structure in Heysham, construction of a new harbour wall in Granton, redevelopment of berthing areas and construction of a new quay wall at Montrose Deep Water Berth, construction of Pointhouse Quay in Glasgow, and renewal of Berth 6 in Montrose.
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.
Offshore structures are designed to withstand harsh marine environments and extract oil and gas resources from deep waters. There are several types of offshore structures depending on water depth, including fixed platforms, compliant structures, and floating structures. Fixed platforms include steel template structures and concrete gravity structures suitable for shallow to medium depths. Compliant and tension leg platforms are used in deeper waters from 300-1200m. Floating structures like semi-submersibles and FPSOs are used in the deepest waters from 300-1500m. Offshore structures must be designed to withstand various loads including gravity, wind, wave, current, and seismic loads. Accurate prediction of environmental loads is important for design.
(2012) - Fok N, Vincent P, Qiu T, Krzeminski M - A Case Study of Ground Impro...Michal Krzeminski
This document summarizes a case study of ground improvement using controlled modulus columns (CMCs) for a bridge project in Victoria, Australia. Soft and compressible soils up to 6 meters thick at the site required ground improvement to reduce long-term settlements. CMCs were installed in a grid pattern to a depth of 6-9 meters to transfer loads through the soft soils to a denser layer below. Numerical modeling predicted total settlements of less than 50 mm after construction. Monitoring of settlements and performance is ongoing.
An artificial island is constructed rather than formed naturally. There are several methods to create artificial islands including expanding existing islets, constructing on reefs or amalgamating natural islets. Artificial islands are constructed for urban development, industry, infrastructure like ports and airports, recreation, and resource extraction like oil drilling. They are designed considering factors like water depth, waves, climate, foundations, and environmental impacts. The construction process involves preparing the seabed, placing precast piles, compacting soil, adding surrounding rock barriers, and allowing construction to begin.
Bahrain - Half Moon Bay Project - Project ManagerNiels Asjee
This document summarizes the design and construction of Half Moon Bay island in Bahrain, which consisted of creating three circular islands enclosing an inner basin. Key points:
- Engineering firm Hydronamic designed the islands and advised on construction. Their innovative design used a sand berm instead of rock in deeper areas, saving approximately 50% on rock costs.
- Construction by Boskalis Westminster Middle East was completed in February 2006. Challenges included building scour protection and installing geotextile.
- Post-construction monitoring found the rock placement and beaches had performed according to design with no damage or erosion issues after two years.
This document discusses different types of breakwaters. Breakwaters are structures built along coasts to protect areas from wave disturbance. There are three main categories: rubble mound breakwaters, vertical-wall breakwaters, and floating breakwaters. Rubble mound breakwaters are constructed from natural rubble or stone and are the most widely used in Indian ports due to their cost-effectiveness. Vertical-wall breakwaters use concrete blocks or mass concrete and reflect waves without dissipating much energy. Floating breakwaters are removable structures constructed from caissons or pontoons that can be sunk or floated as needed.
Deep foundation construction in bouldery bed an over viewR K DHIMAN
This document discusses the challenges of constructing deep foundation caissons in bouldery soil strata. It describes two case studies of bridge projects that encountered difficulties: the Dimwe Bridge, where sinking the caisson was slowed by large boulders, and the Dalai Bridge, where pneumatic sinking was required below 18m due to tough soil. The document emphasizes the importance of considering construction methods, stratification, and allowing for potential variation when designing foundations in heterogeneous bouldery beds.
A case study on Coastal protection structure failure. Quay failure in Port of Barcelona. The presentation describes the failure of harbour walls which occurred at Barcelona on 1st January 2007, associated with an inadequate consideration of the ground conditions in the light of the marine environment. At Barcelona, the construction of the quay wall proceeded at a faster rate than the breakwater. In this case the wharf backfill was placed rapidly on the soft muds, progressing from the inland side. The paper discusses the importance of an overview including the ground investigation, engineering design, construction method and speed of construction. KeywordsBearing capacity–Caissons–Shallow foundations–Failure modes–Study cases
The document provides an overview of the dredging and marine works conducted by Jan De Nul Group. It describes their various activities including capital dredging, maintenance dredging, land reclamation, rock revetment, offshore services and port infrastructure works. It highlights several major projects Jan De Nul Group has completed in these areas, such as reclaiming over 500 million cubic meters of land for Palm Island and other projects in Dubai, maintaining the navigability of the 800 km long Rio Parana river in Argentina, and constructing a causeway and 27 reclaimed islands for the Manifa oil field in Saudi Arabia.
Docks are enclosed areas for berthing ships to facilitate loading and unloading cargo. They can be classified as wet docks, also called harbor docks, which are used for berthing ships to load and unload passengers and cargo, or dry docks, which are used for ship repairs. Docks need to provide a uniform water level and shelter from tides to efficiently transfer cargo and passengers. Their shape is usually straight to accommodate ships, with common designs including rectangular, diamond, and inclined quay docks. Dry docks include graving docks, floating dry docks, marine railways, ship lifts, and slipways used for repairs and shipbuilding.
The document summarizes a conference on sustainable bridge design, planning, and construction to be held in Abu Dhabi, UAE from October 25-27, 2010. It provides information on workshops, speakers, sponsors, and registration. A case study is presented on the planning, design, and construction of the Mafraq Interchange project in Abu Dhabi, including traffic analysis, structural design considerations, and construction techniques used to complete the project on schedule while incorporating sustainability measures.
The document summarizes the redevelopment of a former textile mill site in Grafton, Massachusetts into a golf club and driving range. The project will include a two-tier driving range with 26 stalls extending 300 yards, as well as a restaurant, bar, pro shop, and locker rooms. Due to the site's history of contamination from chemicals and fire, remediation plans include capping and lining areas to prevent further pollution of the soil and Fisherville Pond. Permits will be required due to alterations to wetlands and increases in impervious surfaces and stormwater runoff.
This document provides an overview of docks and harbours for construction. It defines key terms like dock and harbour. Harbours are sheltered areas used for loading/unloading vessels and providing refuge from storms. Harbours are classified as artificial, natural, or semi-natural. Planning requires studying site conditions. Requirements include sufficient depth, anchorage, and entrance width. Harbour features include breakwaters, docks, channels, jetties, and basins. Docks enclose areas for berthing ships, and can be wet or dry. Entrance channels should be deep and wide. Jetties project into water for berthing. Basins are used for parking and turning ships.
The document provides details about the history, design, construction and facts related to the Golden Gate Bridge in San Francisco. It discusses how the bridge connects San Francisco to Marin County, spanning the Golden Gate strait. Key details include the bridge's length, height, weight, materials used, dates of construction milestones, and notable engineering aspects like its suspension and cable design. Statistics on deflection, load capacity, and quantities of concrete and steel used are also presented.
Geological challenges & ecological effects of highway constructionAbhinav Anand
The document discusses the geological challenges and ecological effects of highway construction. It provides details on:
1) Engineering geology factors like lithology, structures, and weathering grade that influence the stability of rock slopes during highway construction in hilly terrain.
2) Case study of NH-52(A) highway in India which passes through hilly terrain and experiences slope failures.
3) Environmental impacts of highways like air and water pollution from vehicle emissions, as well as noise pollution and habitat fragmentation. Solutions to stabilize slopes and reduce impacts are also mentioned.
This document summarizes the design of a retaining structure to stabilize a section of highway affected by slope failures. A combination system using soldier piles, rock anchors, and ground improvement piles was developed to support the road formation and account for varying bedrock depths. Soldier piles were used where bedrock was shallow, and were anchored with rock anchors where overburden was thicker. Ground improvement piles were used where bedrock was deepest. The detailed design specified pile sizes and spacing based on bedrock depth, and rock anchors were installed through soldier piles below road level. This hybrid system provided stabilization while accommodating site conditions in a cost-effective manner.
Australia - Gorgon LNG Project - Deputy Project ManagerNiels Asjee
The document summarizes Boskalis' scope of work on the Gorgon Project to design and construct port facilities on Barrow Island off the coast of Western Australia. This included dredging, reclamation works, construction of berths, installation of navigation aids, and accommodation for personnel. Strict environmental and quarantine measures were required due to the island's status as a Class A nature reserve with unique flora and fauna. Over 6.7 million cubic meters of material was dredged and transported while addressing challenges like cyclones and ensuring health and safety standards.
Dredging involves excavating underwater to gather and dispose of bottom sediments. It is used for maintaining waterways, replenishing beaches, and land reclamation and construction projects. There are several types of dredging including capital dredging for new harbors and waterways, preparatory dredging for future structures like bridges, and maintenance dredging to deepen waterways and keep reservoirs at their holding capacity by addressing silt and sediment buildup. Land reclamation dredging mines material from the seabed that is then used to construct new land and for flood and erosion control projects. Dredging plays an important role in maintaining global shipping routes and enabling expansion for new residential areas around the world.
The presentation discussed NJ Transit's Main Line Second Track project which involved installing a second track along a section of the Main Line to increase capacity. Key aspects of the project included constructing retaining walls to address variable subsurface conditions, widening the Hazel Street bridge, and building two new through-girder bridges at Main Street and Getty Avenue. The project was completed ahead of schedule and under budget with no change orders or claims.
This document discusses highway network systems and modern soil stabilization techniques. It provides details on the history and development of highways. It also describes different methods for stabilizing soils, including using cement or bitumen. Cement treatment can increase base strength and reduce stresses, extending pavement life. Specific construction methods are outlined, such as mixing soil with cement using traveling plants or central plants. Proper compaction, curing, and protection of cement-treated bases is also discussed.
Artificial islands are human-made land masses constructed in bodies of water rather than formed naturally. They are created through methods like expanding existing islets, constructing on reefs or sea beds, or land reclamation. Major reasons for artificial island construction include urban development, industry, infrastructure, and resource extraction. Some famous examples include the Palm Islands and artificial islands in Dubai. Challenges include high costs, slow construction, and environmental impacts. Proper design considerations and protections like breakwaters are needed to address risks from winds, currents, and settlement.
1) A magnitude 7.6 earthquake struck Gujarat, India in 2001 near the city of Bachau, causing widespread damage.
2) Two embankment dams, Chang Dam and Fatehgadh Dam, within 150 km of the epicenter were examined. Chang Dam experienced almost a complete collapse likely due to liquefaction of its shallow foundation soils, while Fatehgadh Dam experienced less severe but still significant damage.
3) Analysis of the foundation soils beneath the dams found they were susceptible to liquefaction when saturated, which likely contributed to the observed damage during the earthquake when reservoir levels were low but foundation soils remained saturated.
- The document lists numerous construction projects around the world where Rapidshor, a high-duty, adaptable shoring system, was used successfully. It provides details on the contractors, locations, and how Rapidshor addressed the structural requirements of each unique project. Rapidshor allowed for curved structures, reusability on tight timelines, and versatility in supporting varying heights. Its strength and modular nature helped minimize equipment needs on complex bridges and structures.
Detailed Slope Stability Analysis and Assessment of the Original Carsington E...Dr.Costas Sachpazis
A 1225 m long, 35 m high zone earth filled embankment was being constructed from 1981 to 1984 from a British Regional Water Authority to regulate flows in the River Derwent in England. The Carsington Dam was planned to be one of the largest earth filled dams in Britain. Its reservoir capacity was 35 million m3 and the watertight element was Rolled Clay Core with an upstream extension of boot shaped and shoulders of compacted mudstone with horizontal drainage layers of crushed limestone about 4 metres apart and a cut-off grout curtain (Davey and Eccles, 1983).
The downstream slope was 1:2.5 and the upstream slope 1:3. Fill placing began in May 1982 and took three summers, with winter shutdowns. In August 1983 a small berm was placed at the upstream toe to compensate for a faster rate of construction. Earth filling restarted in April 1984 and was one metre below the final crest level on 4 June 1984 when the upstream slope slipped (Skempton, 1985). Observations of pore pressure and settlement were made during construction at four sections and horizontal displacements were observed from August 1983. The Carsington Dam was almost completed on 1984.
However, at the beginning of June 1984, a 400-m length of the upstream shoulder of the embankment dam slipped some 11 m and failed. At the time of the failure, embankment construction was virtually complete with the dam approaching its maximum height of 35 m. Horizontal drainage blankets were incorporated in both the upstream and the downstream shale fill shoulders. Piezometers had been installed and pore pressures were being monitored in the foundation, in the clay core, and in the shoulder fill. The failure surface passed through the boot shaped rolled clay core and a relatively thin layer of surface clay in the foundation of the dam. Investigation of the events at Carsington has made important contributions to the fundamental understanding of the behaviour of large earthworks of this type (Vaughan et al., 1989; Dounias et al., 1996).
The objective of this research is to evaluate a detailed slope stability assessment of the Carsington Earth Embankment Dam in the UK used to retain mine tailings.
By using and applying advanced geotechnical engineering analysis tools and modelling techniques the Carsington Earth Embankment Dam, which is considered a particular geotechnical structure, is analysed.
In the current detailed slope stability analyses the total and effective stress state soil properties / parameters were used, and the most critical slip circle centre according to Fellenius - Jumikis method was initially determined. Subsequently, the Carsington Earth Embankment Dam and its foundation was analysed and examined against failure by slope instability. Considerations of loading conditions which may result to instability for all likely combinations of reservoir and tailwater levels, seepage conditions, both after and during construction were made, and hence three construction and / or loading condit
The document summarizes a training visit to the Visakhapatnam port trust in India. It describes the port's infrastructure including three harbors and berths capable of accommodating large vessels. It also discusses capital dredging projects to deepen harbors and channels to accommodate larger ships. Specific projects mentioned include deepening the inner harbor channel and turning circle to allow 14 meter draft vessels, and relocating tug jetties along the north and south sides of a canal to develop a new berth. The port plays an important role in India's economy by facilitating trade, exports, and industrial development.
Shahid Bahonar port is located in Bandar Abbas, Iran and plays a key role in Iran's trade and transit activities. It underwent expansion and development in two phases to accommodate larger ships and increase its container handling capacity. Phase 1 added two new container berths and dredged the port basin. Phase 2 will add additional berths and cargo equipment. Maintaining and operating the port poses challenges such as corrosion control and minimizing environmental impacts from port activities.
A case study on Coastal protection structure failure. Quay failure in Port of Barcelona. The presentation describes the failure of harbour walls which occurred at Barcelona on 1st January 2007, associated with an inadequate consideration of the ground conditions in the light of the marine environment. At Barcelona, the construction of the quay wall proceeded at a faster rate than the breakwater. In this case the wharf backfill was placed rapidly on the soft muds, progressing from the inland side. The paper discusses the importance of an overview including the ground investigation, engineering design, construction method and speed of construction. KeywordsBearing capacity–Caissons–Shallow foundations–Failure modes–Study cases
The document provides an overview of the dredging and marine works conducted by Jan De Nul Group. It describes their various activities including capital dredging, maintenance dredging, land reclamation, rock revetment, offshore services and port infrastructure works. It highlights several major projects Jan De Nul Group has completed in these areas, such as reclaiming over 500 million cubic meters of land for Palm Island and other projects in Dubai, maintaining the navigability of the 800 km long Rio Parana river in Argentina, and constructing a causeway and 27 reclaimed islands for the Manifa oil field in Saudi Arabia.
Docks are enclosed areas for berthing ships to facilitate loading and unloading cargo. They can be classified as wet docks, also called harbor docks, which are used for berthing ships to load and unload passengers and cargo, or dry docks, which are used for ship repairs. Docks need to provide a uniform water level and shelter from tides to efficiently transfer cargo and passengers. Their shape is usually straight to accommodate ships, with common designs including rectangular, diamond, and inclined quay docks. Dry docks include graving docks, floating dry docks, marine railways, ship lifts, and slipways used for repairs and shipbuilding.
The document summarizes a conference on sustainable bridge design, planning, and construction to be held in Abu Dhabi, UAE from October 25-27, 2010. It provides information on workshops, speakers, sponsors, and registration. A case study is presented on the planning, design, and construction of the Mafraq Interchange project in Abu Dhabi, including traffic analysis, structural design considerations, and construction techniques used to complete the project on schedule while incorporating sustainability measures.
The document summarizes the redevelopment of a former textile mill site in Grafton, Massachusetts into a golf club and driving range. The project will include a two-tier driving range with 26 stalls extending 300 yards, as well as a restaurant, bar, pro shop, and locker rooms. Due to the site's history of contamination from chemicals and fire, remediation plans include capping and lining areas to prevent further pollution of the soil and Fisherville Pond. Permits will be required due to alterations to wetlands and increases in impervious surfaces and stormwater runoff.
This document provides an overview of docks and harbours for construction. It defines key terms like dock and harbour. Harbours are sheltered areas used for loading/unloading vessels and providing refuge from storms. Harbours are classified as artificial, natural, or semi-natural. Planning requires studying site conditions. Requirements include sufficient depth, anchorage, and entrance width. Harbour features include breakwaters, docks, channels, jetties, and basins. Docks enclose areas for berthing ships, and can be wet or dry. Entrance channels should be deep and wide. Jetties project into water for berthing. Basins are used for parking and turning ships.
The document provides details about the history, design, construction and facts related to the Golden Gate Bridge in San Francisco. It discusses how the bridge connects San Francisco to Marin County, spanning the Golden Gate strait. Key details include the bridge's length, height, weight, materials used, dates of construction milestones, and notable engineering aspects like its suspension and cable design. Statistics on deflection, load capacity, and quantities of concrete and steel used are also presented.
Geological challenges & ecological effects of highway constructionAbhinav Anand
The document discusses the geological challenges and ecological effects of highway construction. It provides details on:
1) Engineering geology factors like lithology, structures, and weathering grade that influence the stability of rock slopes during highway construction in hilly terrain.
2) Case study of NH-52(A) highway in India which passes through hilly terrain and experiences slope failures.
3) Environmental impacts of highways like air and water pollution from vehicle emissions, as well as noise pollution and habitat fragmentation. Solutions to stabilize slopes and reduce impacts are also mentioned.
This document summarizes the design of a retaining structure to stabilize a section of highway affected by slope failures. A combination system using soldier piles, rock anchors, and ground improvement piles was developed to support the road formation and account for varying bedrock depths. Soldier piles were used where bedrock was shallow, and were anchored with rock anchors where overburden was thicker. Ground improvement piles were used where bedrock was deepest. The detailed design specified pile sizes and spacing based on bedrock depth, and rock anchors were installed through soldier piles below road level. This hybrid system provided stabilization while accommodating site conditions in a cost-effective manner.
Australia - Gorgon LNG Project - Deputy Project ManagerNiels Asjee
The document summarizes Boskalis' scope of work on the Gorgon Project to design and construct port facilities on Barrow Island off the coast of Western Australia. This included dredging, reclamation works, construction of berths, installation of navigation aids, and accommodation for personnel. Strict environmental and quarantine measures were required due to the island's status as a Class A nature reserve with unique flora and fauna. Over 6.7 million cubic meters of material was dredged and transported while addressing challenges like cyclones and ensuring health and safety standards.
Dredging involves excavating underwater to gather and dispose of bottom sediments. It is used for maintaining waterways, replenishing beaches, and land reclamation and construction projects. There are several types of dredging including capital dredging for new harbors and waterways, preparatory dredging for future structures like bridges, and maintenance dredging to deepen waterways and keep reservoirs at their holding capacity by addressing silt and sediment buildup. Land reclamation dredging mines material from the seabed that is then used to construct new land and for flood and erosion control projects. Dredging plays an important role in maintaining global shipping routes and enabling expansion for new residential areas around the world.
The presentation discussed NJ Transit's Main Line Second Track project which involved installing a second track along a section of the Main Line to increase capacity. Key aspects of the project included constructing retaining walls to address variable subsurface conditions, widening the Hazel Street bridge, and building two new through-girder bridges at Main Street and Getty Avenue. The project was completed ahead of schedule and under budget with no change orders or claims.
This document discusses highway network systems and modern soil stabilization techniques. It provides details on the history and development of highways. It also describes different methods for stabilizing soils, including using cement or bitumen. Cement treatment can increase base strength and reduce stresses, extending pavement life. Specific construction methods are outlined, such as mixing soil with cement using traveling plants or central plants. Proper compaction, curing, and protection of cement-treated bases is also discussed.
Artificial islands are human-made land masses constructed in bodies of water rather than formed naturally. They are created through methods like expanding existing islets, constructing on reefs or sea beds, or land reclamation. Major reasons for artificial island construction include urban development, industry, infrastructure, and resource extraction. Some famous examples include the Palm Islands and artificial islands in Dubai. Challenges include high costs, slow construction, and environmental impacts. Proper design considerations and protections like breakwaters are needed to address risks from winds, currents, and settlement.
1) A magnitude 7.6 earthquake struck Gujarat, India in 2001 near the city of Bachau, causing widespread damage.
2) Two embankment dams, Chang Dam and Fatehgadh Dam, within 150 km of the epicenter were examined. Chang Dam experienced almost a complete collapse likely due to liquefaction of its shallow foundation soils, while Fatehgadh Dam experienced less severe but still significant damage.
3) Analysis of the foundation soils beneath the dams found they were susceptible to liquefaction when saturated, which likely contributed to the observed damage during the earthquake when reservoir levels were low but foundation soils remained saturated.
- The document lists numerous construction projects around the world where Rapidshor, a high-duty, adaptable shoring system, was used successfully. It provides details on the contractors, locations, and how Rapidshor addressed the structural requirements of each unique project. Rapidshor allowed for curved structures, reusability on tight timelines, and versatility in supporting varying heights. Its strength and modular nature helped minimize equipment needs on complex bridges and structures.
Detailed Slope Stability Analysis and Assessment of the Original Carsington E...Dr.Costas Sachpazis
A 1225 m long, 35 m high zone earth filled embankment was being constructed from 1981 to 1984 from a British Regional Water Authority to regulate flows in the River Derwent in England. The Carsington Dam was planned to be one of the largest earth filled dams in Britain. Its reservoir capacity was 35 million m3 and the watertight element was Rolled Clay Core with an upstream extension of boot shaped and shoulders of compacted mudstone with horizontal drainage layers of crushed limestone about 4 metres apart and a cut-off grout curtain (Davey and Eccles, 1983).
The downstream slope was 1:2.5 and the upstream slope 1:3. Fill placing began in May 1982 and took three summers, with winter shutdowns. In August 1983 a small berm was placed at the upstream toe to compensate for a faster rate of construction. Earth filling restarted in April 1984 and was one metre below the final crest level on 4 June 1984 when the upstream slope slipped (Skempton, 1985). Observations of pore pressure and settlement were made during construction at four sections and horizontal displacements were observed from August 1983. The Carsington Dam was almost completed on 1984.
However, at the beginning of June 1984, a 400-m length of the upstream shoulder of the embankment dam slipped some 11 m and failed. At the time of the failure, embankment construction was virtually complete with the dam approaching its maximum height of 35 m. Horizontal drainage blankets were incorporated in both the upstream and the downstream shale fill shoulders. Piezometers had been installed and pore pressures were being monitored in the foundation, in the clay core, and in the shoulder fill. The failure surface passed through the boot shaped rolled clay core and a relatively thin layer of surface clay in the foundation of the dam. Investigation of the events at Carsington has made important contributions to the fundamental understanding of the behaviour of large earthworks of this type (Vaughan et al., 1989; Dounias et al., 1996).
The objective of this research is to evaluate a detailed slope stability assessment of the Carsington Earth Embankment Dam in the UK used to retain mine tailings.
By using and applying advanced geotechnical engineering analysis tools and modelling techniques the Carsington Earth Embankment Dam, which is considered a particular geotechnical structure, is analysed.
In the current detailed slope stability analyses the total and effective stress state soil properties / parameters were used, and the most critical slip circle centre according to Fellenius - Jumikis method was initially determined. Subsequently, the Carsington Earth Embankment Dam and its foundation was analysed and examined against failure by slope instability. Considerations of loading conditions which may result to instability for all likely combinations of reservoir and tailwater levels, seepage conditions, both after and during construction were made, and hence three construction and / or loading condit
The document summarizes a training visit to the Visakhapatnam port trust in India. It describes the port's infrastructure including three harbors and berths capable of accommodating large vessels. It also discusses capital dredging projects to deepen harbors and channels to accommodate larger ships. Specific projects mentioned include deepening the inner harbor channel and turning circle to allow 14 meter draft vessels, and relocating tug jetties along the north and south sides of a canal to develop a new berth. The port plays an important role in India's economy by facilitating trade, exports, and industrial development.
Shahid Bahonar port is located in Bandar Abbas, Iran and plays a key role in Iran's trade and transit activities. It underwent expansion and development in two phases to accommodate larger ships and increase its container handling capacity. Phase 1 added two new container berths and dredged the port basin. Phase 2 will add additional berths and cargo equipment. Maintaining and operating the port poses challenges such as corrosion control and minimizing environmental impacts from port activities.
This document discusses water transportation and harbors. It provides an introduction to waterways and their classification as oceanic or inland. It then discusses the advantages and disadvantages of water transportation. Key harbor components like entrance channels, breakwaters, and docks are explained. Requirements for a good harbor and classifications based on protection needs, utility, and location are covered. Harbor planning considerations and factors in site selection and sizing a harbor are also summarized.
Whitby Feasibility Study final final 555 final finalEdison Mugoya
The document provides details of a feasibility study conducted by Team 2 for the Coastal Development Consortium to propose developments for the harbour zone of Whitby.
The initial considerations proposed include a park and ride scheme, water sports activities, offshore wind turbines, and improving marina facilities. The three most detailed proposals are a 1,785 space green park and ride located south of Whitby, a multi-functional building at Endeavour Wharf containing educational and leisure facilities, and upgrading the town's bridges including replacing the swing bridge with a new bascule bridge.
The report evaluates each proposal, providing details on design, construction, costs, and environmental and economic impacts. It recommends further development of proposals outside the harbour zone
The document defines a harbour as a place on the coast that provides shelter for ships from rough waters through structures like piers and jetties. A port is a commercial harbour with infrastructure to support loading and unloading of cargo ships. Harbours are classified as natural, protected or artificial. Components of harbours include entrance channels, breakwaters, basins and piers. Planning considers factors like tides, waves, winds and geology. Harbour facilities support ship repair and cargo handling.
Introducing gill cells in pontoon type floating structuresIAEME Publication
This document discusses introducing gill cells into pontoon-type floating structures to reduce deflection. It summarizes a study analyzing a 270m x 210m x 10m floating container terminal using finite element analysis. Without gill cells, the terminal experiences significant "dishing" under heavy central loads. The study proposes using gill cells - perforated bottom compartments that eliminate buoyancy - to induce hogging moments and flatten the structure's deflection. Analysis shows gill cells effectively reduce deflection compared to a structure without them. The gill cells provide an innovative solution to mitigate undesirable deformation of floating structures under load.
The Busan-Geoje Fixed Link project connects the cities of Busan and Geoje in South Korea with an 8.2 km long bridge and tunnel system. It includes a three-pylon cable-stayed bridge between Geoje and Jeo islands that is 1.65 km long with 230 meter main spans. An immersed tube tunnel that is 3.2 km long and up to 48 meters deep connects other sections. The project cost $1.8 billion to develop this infrastructure to reduce travel time and support tourism on Geoje island while improving traffic issues in the region. Construction involved soil improvement techniques like cement deep mixing and installation of the bridge and tunnel sections in challenging deep sea conditions.
The document summarizes the construction of a new cement import terminal in Charleston, South Carolina built by Blue Circle Cement, Kinder Morgan Bulk Terminals, and River Consulting. A project execution committee was formed to oversee the project. The terminal included a new ship unloader, conveyor systems, two 40,000 metric ton concrete storage domes built by DOMTEC, and a mechanical reclaiming system. The project was completed on schedule and established a new global standard for cement import terminals.
Citizens Vision - Cleveland OH Scranton Peninsula River JewelR Ray Saikus
Proposal for a channel along the Cuyahoga River in Cleveland Ohio at the base of the Scranton Peninsula to improve commercial navigation and free up 1 mile of river for continuous public use and more public access time all along the length of the river. An infrastructure shovel ready project with many short and long term benefits for Cleveland and the region. Reduced dredging benefits the environment.
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.
2010 07 Bristol Port, Deep Water Container Terminal – John Chaplin SevernEstuary
This document summarizes the director's presentation on ports and Bristol Port's future works. It discusses how ports carry over 90% of global trade and underpin the global economy. It then outlines Bristol Port's current activities and key advantages. The majority of the document focuses on Bristol Port's proposed deep sea container terminal, including capacity details, benefits, timeline, and critical activities around civil engineering, dredging, compensation sites, and environmental monitoring agreements. The conclusion restates how ports are essential to the UK economy and Bristol Port's container terminal will benefit the UK and region through jobs and emissions savings from efficient cargo delivery.
Foundation of Jamuna Bridge , method constructionvalter gentile
This summary outlines the key challenges in designing and constructing the foundations for the Jamuna Bridge in Bangladesh. The riverbed consisted of loose, silty sand extending deep underground. Traditional open-well caisson foundations would not provide sufficient stiffness against horizontal forces. Instead, an adapted offshore piling technique was used, installing tightly spaced concrete piles up to 50 meters deep to support the piers. This distributed the loads across many piles and resisted lateral displacement better than single large caissons. Precise installation was needed to construct the stable pier foundations in the fast-flowing river, dealing with scour, earthquakes, and ship impacts.
Fremantle Ports is Western Australia's major general cargo port. It is undertaking projects to deepen its Inner Harbour and expand facilities to accommodate growing trade volumes. This includes deepening the harbour to allow larger ships to access the port fully loaded. A $250 million project is nearing completion to deepen the harbour and reconstruct berths. Additional land is also being reclaimed to provide 27 hectares for future port uses. Initiatives are also underway to improve landside infrastructure and increase the proportion of cargo moved by rail.
The document summarizes a project to rehabilitate Virginia Beach in Durban, South Africa. It began as a project to extend a stormwater culvert to address flooding issues. It was expanded to also rehabilitate the beach access road, repair ablution facilities, and develop recreational areas. The expanded works approach enhanced infrastructure value for the local community by displacing negative activities and developing the area into a prime recreational site through community participation. The project showed how municipal infrastructure projects can achieve additional social and economic benefits with minimal added costs.
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.
The document provides information on several transportation infrastructure projects that received 2013 TIGER grants. It summarizes projects focused on expanding rail stations and lines, rehabilitating ports and wharves, improving road networks for bicyclists and pedestrians, and separating passenger and freight rail lines. The projects aimed to improve mobility, safety, economic competitiveness and environmental sustainability across various regions.
Malaysia has over 4,600 km of coastline containing many islands and coastal areas. Its marine areas support a large population and economic activities like fishing, shipping, and tourism. Marine construction in Malaysia includes facilities like bridges, harbors, ports, jetties, marinas, and mooring dolphins that require structures made from materials like concrete, steel, and wood. These facilities are important for transportation, trade, and development.
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:
The document discusses considerations for developing port development scenarios through a series of workshops. It outlines the key topics to be covered, including demand forecasting, capacity assessment, scenario formulation and evaluation, financial analysis, environmental assessment, and cost-benefit analysis. An agenda is provided for the first day focusing on port master planning and scenario development. Challenges facing existing ports are then reviewed, such as increases in cargo volumes, vessel sizes, and changes in cargo types. Functional requirements for developing new ports and accommodating different trade types are also examined.
COMPLAINTS AND APPEALS in Research examples from abroadtp jayamohan
The document discusses several topics related to research misconduct allegations and whistleblowing. It provides guidance for complainants on carefully preparing allegations, protections for complainants, and reporting allegations to the appropriate institutional official. It also discusses cases where whistleblowers uncovered misconduct through diligent analysis of data, but faced resistance, and a case where a complainant was found to have defamed and invaded the privacy of the researcher through improper public disclosure of unproven allegations.
There are several ways to identify research gaps including reviewing literature, discussions with colleagues, reviewing digital platforms, analyzing issues raised by organizations, examining highly cited research, and questioning aspects of previous research works. Some challenges in identifying gaps are the large number of unsolved issues to analyze, unorganized literature reviews, hesitation to question existing works, and lack of skills like curiosity and imagination.
prevention of flood using reataining walltp jayamohan
This document discusses the application of a retaining wall with a relief shelf for flood control in Kuttanad, Kerala. Kuttanad frequently experiences severe flooding, with water levels rising over 5 feet in many areas. The study aims to analyze how incorporating a retaining wall with a relief shelf can help control floods in the region. Retaining walls are commonly used in engineering, but adding a relief shelf can increase the stability of taller walls by decreasing lateral earth pressures. The document provides background on retaining walls and discusses software used for the finite element analysis. It also lists several references on retaining wall design and the impacts of flooding in Kuttanad.
This document discusses flood modelling and prediction in Kerala using GIS and remote sensing. It provides background on Kerala's geography and climate, which causes frequent flooding. It then describes how GIS and remote sensing tools like digital elevation models, land use data, and rainfall data can be used as inputs to model flood inundation areas and predict future flooding. The outputs of these models, like flood extent maps, can help with disaster management and planning flood prevention measures.
This document provides an overview of a project report on designing a multi-storied reinforced concrete building using ETABS software. The objectives are to analyze, design, and detail the structural components of the building. The methodology involves preparing CAD drawings, calculating loads, analyzing the structure, and designing and detailing structural elements. The building to be designed is a residential building with ground + 5 floors located in Chalikkavattom. Loads like dead, live, wind, and seismic loads will be calculated according to Indian codes and applied in the ETABS analysis model.
This document discusses precautions taken for concreting in sub-zero temperatures. It recommends selecting cement that hydrates fast to generate early heat, using admixtures like calcium chloride or sodium chloride to lower the freezing point of water and accelerate hydration, insulating concrete to preserve heat during curing, and employing air entraining agents to increase durability against frost damage by modifying the pore structure. Heating materials like aggregates and mixing water is also suggested to maintain the concrete above freezing during the pre-hardening period.
The document contains floor plans for a two story building. The ground floor includes a 5x4 verandah, 3x4.2 store, 5x3 dining area, 4x2 car porch, 4x5 living room, 4x2 kitchen, and 1.8x4.2 toilet. The first floor contains a master bedroom, work area, two bedrooms, two toilets, and windows and doors labeled on the plans. Dimensions are provided for all rooms and building elements in meters. The plans were created by student Gayathry.T.J with roll number 27.
This engineering drawing shows elevation section A-A with various dimensions in meters. It includes dimensions for the overall height of 2.9 meters and widths of 0.12, 0.9, 1.2, 0.45 and 0.45 meters. Smaller dimensions shown are 0.1, 1.38, 0.13 and 0.6 meters.
The document contains a floor plan layout for a house with dimensions for various rooms and features. It includes a kitchen, two bedrooms, a dining/living area, verandah, toilet, and car porch. The bedrooms are labeled Bedroom-1 and Bedroom-2 and measure 3x4 meters and 4x5.3 meters respectively. An index provides labels and dimensions for doors, windows, and ventilators used in the plan.
Internship front pages (3 files merged)tp jayamohan
This report summarizes the internship of the author at a construction site in South Kalamassery, Ernakulam. The five-day internship involved observing the reinforcement and concreting of the basement slab, and formwork of retaining walls. The project site is a five-story residential and commercial building. On the first day, reinforcement was placed for the basement slab. On the second day, the basement slab was concreted. The last two days focused on the formwork of retaining walls. The report also discusses soil testing, foundation design using a reinforced concrete raft, and concrete mixing and placement.
1. Water resources are essential for development but face increasing challenges from climate change, demand, and sedimentation. Reservoirs constructed on rivers are prone to sedimentation over time, reducing their storage capacity.
2. Sedimentation in reservoirs occurs as sediment particles from the watershed settle in the reservoir due to decreased flow speeds. This reduces the reservoir's storage potential and can impact downstream soil fertility and biodiversity. Assessing sedimentation is important for reservoir management.
3. Remote sensing techniques provide an alternative method for assessing reservoir sedimentation that is more expedient and efficient than traditional surveys. Satellite imagery can be used to measure changes in reservoir water spreads at different elevations over time, indicating loss of storage capacity
William John Macquorn Rankine, (born July 5, 1820, Edinburgh, Scot.—died Dec. 24, 1872, Glasgow), Scottish engineer and physicist and one of the founders of the science of thermodynamics, particularly in reference to steam-engine theory.
Trained as a civil engineer under Sir John Benjamin MacNeill, Rankine was appointed to the Queen Victoria chair of civil engineering and mechanics at the University of Glasgow (1855). One of Rankine’s first scientific works, a paper on fatigue in metals of railway axles (1843), led to new methods of construction. His Manual of Applied Mechanics (1858) was of considerable help to designing engineers and architects. His classic Manual of the Steam Engine and Other Prime Movers (1859) was the first attempt at a systematic treatment of steam-engine theory. Rankine worked out a thermodynamic cycle of events (the so-called Rankine cycle) used as a standard for the performance of steam-power installations in which a condensable vapour provides the working fluid.
William John Macquorn Rankine, (born July 5, 1820, Edinburgh, Scot.—died Dec. 24, 1872, Glasgow), Scottish engineer and physicist and one of the founders of the science of thermodynamics, particularly in reference to steam-engine theory.
Trained as a civil engineer under Sir John Benjamin MacNeill, Rankine was appointed to the Queen Victoria chair of civil engineering and mechanics at the University of Glasgow (1855). One of Rankine’s first scientific works, a paper on fatigue in metals of railway axles (1843), led to new methods of construction. His Manual of Applied Mechanics (1858) was of considerable help to designing engineers and architects. His classic Manual of the Steam Engine and Other Prime Movers (1859) was the first attempt at a systematic treatment of steam-engine theory. Rankine worked out a thermodynamic cycle of events (the so-called Rankine cycle) used as a standard for the performance of steam-power installations in which a condensable vapour provides the working fluid.
Utilization of jarosite generated from leadtp jayamohan
Large quantities of industrial waste by-products are produced in India by different type of industries viz. Jarosite, Jarofix, Copper slag, Zinc slag, Red mud, Steel slag and Coal ash. For many years these materials were considered as waste and were dumped haphazardly near the producing plants. Efforts are being carried out by research studies to utilize these materials in embankment, sub base and base layers of road construction. Experimental studies have been also carried out to investigate their feasibility as an additive in cement concrete. Jarosite material is produced during extraction of zinc ore concentrate by hydrometallurgy operation. When zinc ore concentrate is roasted at 9000 C and subjected to leaching, Jarosite is formed as a waste material. The Jarosite material is mixed with 2 % lime and 10 % cement and transported to the disposal area as a Jarofix material.
Tall structures are ;
Flexible, low in damping, slender and light in weight.
Sensitive to dynamic wind loads.
Adversely affect the serviceability and occupant comfort.
Oscillations are observed in the along-wind and crosswind directions and in torsional mode.
Behaviour of wind response is largely determined by building shapes.
Aerodynamic optimization of building shapes is the most efficient way to achieve wind resistant design.
In ancient China, tall buildings appear to be those of traditional pagodas.
Abrasive jet micro-machining (AJM), in which abrasive parti-cles are accelerated by air and directed toward a target, has beenused to make components for micro-electromechanical (MEMS) and micro-fluidic capillary electrophoresis devices . One ofthe disadvantages of AJM is that the compressed air jet used topropel the erodent particles diverges significantly after the noz-zle exit, increasing the size of the blast zone and the width of thesmallest channel or hole that can be machined without the use of a patterned erosion-resistant mask that defines the micro-featureedges . Abrasive slurry jet micro-machining (ASJM) is similar to AJM except that pressurized water, instead of air, is used to accel-erate the suspended abrasive particles such as garnet or alumina(Al2O3). In both AJM and ASJM, the material removal occurs by ero-sion. However, for the same jet dimension and flow speed, slurryjets have a much lower divergence angle than air jets , allow-ing for the micro-machining of small features without the use ofpatterned masks.
This document discusses a novel direct-injection system for 2-stroke engines that uses LPG as fuel. It aims to increase fuel efficiency by reducing fuel spillage and fresh charge losses. CFD simulations analyze different injector positions and their effects. Graphs of mass flow rate and combustion chamber pressure show the best position is at the transfer port. Emission levels are also studied and compared to a conventional engine. The ignition system is recommended to use a fast-response inductive ignition to suit the direct-injection setup, though it can still work with the existing ignition.
This document discusses dynamic analysis of soil structure interaction on gravity dams. It first provides background on dynamic analysis and how the behavior of dams is influenced by foundation conditions. It then reviews literature showing that considering soil stiffness, mass, and soil-structure interaction leads to higher displacements and stresses in dams compared to models without these factors. The document outlines a methodology to model different soil types, analyze soil-structure interaction, and conduct dynamic analysis. It provides a time schedule and expected outcomes of discovering displacement based on soil-structure interaction and seismic response of the structure. Finally, it lists references on this topic.
• Considering soil-structure interaction makes a structure more flexible and thus, increasing the natural period of the structure compared to the corresponding rigidly supported structure
Abrasive jet micro-machining (AJM), in which abrasive particles are accelerated by air and directed toward a target, has been used to make components for micro-electro-mechanical (MEMS) and micro-fluidic capillary electrophoresis devices. One of the disadvantages of AJM is that the compressed air jet used to propel the erodent particles diverges significantly after the nozzle exit, increasing the size of the blast zone and the width of the smallest channel or hole that can be machined without the use of a patterned erosion-resistant mask that defines the micro-feature edges. Abrasive slurry jet micro-machining (ASJM) is similar to AJM except that pressurized water, instead of air, is used to accelerate the suspended abrasive particles such as garnet or alumina (Al2O3). In both AJM and ASJM, the material removal occurs by erosion. However, for the same jet dimension and low speed, slurry jets have a much lower divergence angle than air jets, allowing for the micro-machining of small features without the use of patterned masks.
Embedded machine learning-based road conditions and driving behavior monitoringIJECEIAES
Car accident rates have increased in recent years, resulting in losses in human lives, properties, and other financial costs. An embedded machine learning-based system is developed to address this critical issue. The system can monitor road conditions, detect driving patterns, and identify aggressive driving behaviors. The system is based on neural networks trained on a comprehensive dataset of driving events, driving styles, and road conditions. The system effectively detects potential risks and helps mitigate the frequency and impact of accidents. The primary goal is to ensure the safety of drivers and vehicles. Collecting data involved gathering information on three key road events: normal street and normal drive, speed bumps, circular yellow speed bumps, and three aggressive driving actions: sudden start, sudden stop, and sudden entry. The gathered data is processed and analyzed using a machine learning system designed for limited power and memory devices. The developed system resulted in 91.9% accuracy, 93.6% precision, and 92% recall. The achieved inference time on an Arduino Nano 33 BLE Sense with a 32-bit CPU running at 64 MHz is 34 ms and requires 2.6 kB peak RAM and 139.9 kB program flash memory, making it suitable for resource-constrained embedded systems.
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.
TIME DIVISION MULTIPLEXING TECHNIQUE FOR COMMUNICATION SYSTEMHODECEDSIET
Time Division Multiplexing (TDM) is a method of transmitting multiple signals over a single communication channel by dividing the signal into many segments, each having a very short duration of time. These time slots are then allocated to different data streams, allowing multiple signals to share the same transmission medium efficiently. TDM is widely used in telecommunications and data communication systems.
### How TDM Works
1. **Time Slots Allocation**: The core principle of TDM is to assign distinct time slots to each signal. During each time slot, the respective signal is transmitted, and then the process repeats cyclically. For example, if there are four signals to be transmitted, the TDM cycle will divide time into four slots, each assigned to one signal.
2. **Synchronization**: Synchronization is crucial in TDM systems to ensure that the signals are correctly aligned with their respective time slots. Both the transmitter and receiver must be synchronized to avoid any overlap or loss of data. This synchronization is typically maintained by a clock signal that ensures time slots are accurately aligned.
3. **Frame Structure**: TDM data is organized into frames, where each frame consists of a set of time slots. Each frame is repeated at regular intervals, ensuring continuous transmission of data streams. The frame structure helps in managing the data streams and maintaining the synchronization between the transmitter and receiver.
4. **Multiplexer and Demultiplexer**: At the transmitting end, a multiplexer combines multiple input signals into a single composite signal by assigning each signal to a specific time slot. At the receiving end, a demultiplexer separates the composite signal back into individual signals based on their respective time slots.
### Types of TDM
1. **Synchronous TDM**: In synchronous TDM, time slots are pre-assigned to each signal, regardless of whether the signal has data to transmit or not. This can lead to inefficiencies if some time slots remain empty due to the absence of data.
2. **Asynchronous TDM (or Statistical TDM)**: Asynchronous TDM addresses the inefficiencies of synchronous TDM by allocating time slots dynamically based on the presence of data. Time slots are assigned only when there is data to transmit, which optimizes the use of the communication channel.
### Applications of TDM
- **Telecommunications**: TDM is extensively used in telecommunication systems, such as in T1 and E1 lines, where multiple telephone calls are transmitted over a single line by assigning each call to a specific time slot.
- **Digital Audio and Video Broadcasting**: TDM is used in broadcasting systems to transmit multiple audio or video streams over a single channel, ensuring efficient use of bandwidth.
- **Computer Networks**: TDM is used in network protocols and systems to manage the transmission of data from multiple sources over a single network medium.
### Advantages of TDM
- **Efficient Use of Bandwidth**: TDM all
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
A review on techniques and modelling methodologies used for checking electrom...nooriasukmaningtyas
The proper function of the integrated circuit (IC) in an inhibiting electromagnetic environment has always been a serious concern throughout the decades of revolution in the world of electronics, from disjunct devices to today’s integrated circuit technology, where billions of transistors are combined on a single chip. The automotive industry and smart vehicles in particular, are confronting design issues such as being prone to electromagnetic interference (EMI). Electronic control devices calculate incorrect outputs because of EMI and sensors give misleading values which can prove fatal in case of automotives. In this paper, the authors have non exhaustively tried to review research work concerned with the investigation of EMI in ICs and prediction of this EMI using various modelling methodologies and measurement setups.
Optimizing Gradle Builds - Gradle DPE Tour Berlin 2024Sinan KOZAK
Sinan from the Delivery Hero mobile infrastructure engineering team shares a deep dive into performance acceleration with Gradle build cache optimizations. Sinan shares their journey into solving complex build-cache problems that affect Gradle builds. By understanding the challenges and solutions found in our journey, we aim to demonstrate the possibilities for faster builds. The case study reveals how overlapping outputs and cache misconfigurations led to significant increases in build times, especially as the project scaled up with numerous modules using Paparazzi tests. The journey from diagnosing to defeating cache issues offers invaluable lessons on maintaining cache integrity without sacrificing functionality.
1. 1
CHAPTER 1
INTRODUCTION
1.1GENERAL
Cochin port trust which is aptly known as “queen of Arabian Sea”, the
fast growing commercial hub in India offers more diverse attraction than any
other city in the country with its rich culture and heritage. The modern port of
Cochin was developed during the period of 1920-1940 due to untiring efforts
of Sir Robert Bristow. By 1930-1931 the port was formally opened for vessels
upto 30ft draught. Cochin was given the status of a major port in 1936.
Cochin Port is the premier cruise port among the Indian Ports and has
witnessed an encouraging growth in the arrival of luxury cruise liners to its
shore. The slew of cruise tourism friendly business initiatives of Cochin Port
has led to Cochin emerging as the most preferred cruise destination in India.
Cochin figures prominently in the cruise itinerary of all the major cruise lines
like Carnival Cruise Lines, Royal Caribbean International and their sister
affiliates.
As a leading cruise destination of India, every year Cochin hosts, on an
average, 35-45 cruise call and depending on the ship size, between 500 to
3000 international guests per call. Cochin is also acts as a passenger
turnaround destination of M/s Aida Cruises, Germany, which calls at Cochin
twice a year. Cochin Port is preferred by certain cruise lines for their home
port operation. In 2009-10, M.V. Aquamarine, of Louis Cruise Ltd, and during
2011-12, M.C. AMET Majesty of Amet Shipping India P Ltd, were home
ported at Cochin.
2. 2
The entrance of port is through the Cochin gut between the peninsular
headland Vypin and Fort Cochin. Cochin Port aims at being the major cruise
destination on the East-West Sea Trade Route from Europe to Australia
offering services of comparable international standards
The dawn of globalisation has brought about tremendous changes in
maritime trade and cruise tourism.in the fast changing marine environment the
shipping community is looking forward to e ports which can provide them
with the complete range of services and facilities. Cochin Port is developing a
dedicated Cruise Terminal by extending the BTP/ NCB berth with the
financial assistance provided by the Ministry of Tourism.
1.2 SCOPE OF THE PROJECT
The national economic development of India requires a well-
functioning seaport system. In order to realize the economic growth potential,
the attention needs to be given to development and modernization of economic
infrastructure. To become globally competitive, utmost importance must be
given for development of infrastructure in sectors like roads, airports, seaports,
railways etc. in general and port sector in particular as the ports play the vital
role in the overall economic development of the country. There has been
sustained rise in volume of exports with revival of growth in the
manufacturing sector and improved export competitiveness. About 95% by
volume and 70% by value of the country‟s international trade is carried on
through the maritime transport. There are 12 Major Ports, six each on the West
and the East coast and about 200 minor ports along a coast line of over 7000
KMs. The total volume of traffic handled by all the Indian Ports during 2006-
07 was 649.90 million tonnes, of which 463.78 million tonnes i.e. around 71%
was handled by Major Ports and remaining 186.12 million tonnes by the non-
3. 3
Major Ports. During 2007-08 the total traffic was 739.16 million tonnes out of
which 519.16 million tonnes (70%) were handled by Major Ports.
Cochin Port considers cruise as a major business prospect. Thus
Cochin Port is a leading cruise destination on the Indian coast offering
services of international standards. Cochin Port gets major cruise lines like
Cunard Lines, Royal Caribbean Lines, Aida Cruises, Costa Cruises etc., every
year. So it is rather obvious that a great deal of traffic flow through inland
waters will be smoothened with the development of the cruise berth terminal.
4. 4
CHAPTER 2
LITERARURE REVIEW
XAVIER C. BARRETT 1, PE et.al [1] Berths 8 and 9 of the
Morehead Port located at the juncture of Bogue Sound and the Newport River
in Carteret County, North Carolina, are to be improved, for a distance of about
213.4 meters (700 feet).The improvements were done in 2 phases, consist of
strengthening the existing sheet piles to carry an additional live load surcharge
due to a newly constructed warehouse, and increasing the design dredge
elevation to -12.2 meters. The load from the warehouse is reduced by
providing tie backs anchors and new wales at an elevation of -1.5 meters
which is designed to carry a force of 289 kN. During dredging and
construction operation the rip rap will not be removed from the toe of the sheet
pile While dredging the forces in tieback is adjusted or by installing second
row of tie backs and adjusting the forces in the first row of tie backs.For
situations where the overall stability of the system may be compromised due
to unintended disturbance or removal of the rip rap from the toe of the sheet
piles or removal of the battered pile or other related factors a new king pile
combination wall will be constructed in front of the existing sheet pile wall
after demolishing the existing relieving platform. A new tieback anchors will
be connected to the new combination wall. And then construct a new cap
beam. Back fill and reconstruct the relieving platform. The crane rails and
pavement is reconstructed. Geo technical investigation were done to determine
the in-situ properties of the existing coastal plain soils to provide geotechnical
parameters for the SSI analysis and design of the sheet pile wall, the tieback
anchors and the laterally loaded king piles.
6. 6
recently constructed and comprised of a diaphragm wall and pile rows to
support the deck structure. In this case the simplified theoretical solutions do
not always provide a sound basis for the assessment of load transfer in
different layers; hence, pile instrumentation tests are often performed to
measure the axial load at various elevations. Axial loads are typically
generated by the self-weight of the structure and external live loads; lateral
loads are typically generated by wave current and seismic loads. After
completion of the structure, the instrumented pile load test was conducted on a
pile with a design load. The development of port structure necessitated in-
depth studies on the behaviour of berthing structures during dredging. Most of
the coastal regions have sloping seabeds with low shear strength, soft, marine
clay. Therefore, slope stability is a common issue in these areas and the
potentially unstable slopes may create problems to existing structures. The
clay strata may cause lateral movements and transfer additional large lateral
forces to the pile causing damage. When the current dredging work was
undertaken, it was decided to monitor the lateral movements of the berth. For
this purpose, one inclinometer tube was installed in one panel of the
diaphragm wall and in one of the piles of the structure. The magnitude of the
soil movement is related to many factors such as soil properties, structural
properties and dredging sequence. The geotechnical investigation at the site
was carried out prior to the placement of fill at the site. Standard penetration
tests (SPT) were carried out at several locations of the study area in
accordance with ASTM D-1586 to understand the stratigraphy. Particle size
analysis of soils was done in accordance with ASTM D-422. Specific gravity
tests were conducted in accordance with ASTM D-854. Direct shear tests were
conducted on representative samples in accordance with ASTM D- 3080.
Unconfined compressive strength (UCC) tests of fine-grained soils were
determined as per ASTM D-2166. Undrained shear strength of soft fine-
grained soils were obtained by field vane shear test as per ASTM D-2573.
7. 7
Compressive strength of rock cores was performed as per ASTM D-2938.
After construction of the berth, it was decided to conduct a full scale axial load
test on a single pile and monitor the lateral movements of the berth during and
after dredging.
S. GUCMA [4] (2007) This paper presents depth optimizing models at
ferry terminals, which take advantage of propeller jet velocities at the bottom,
determined by means of original simulation method. After adaptation; it may
be used to optimize the depths at any berth, for any type of vessels. This paper
is oriented the Swinoujscie Sea Ferries Terminal. The method was used to
determine the depth at the new building berth no 1 at Swinoujscie Sea Ferries
Terminal. The ships model that was used in simulations was worked out in
Institute of Marine Traffic Engineering at Maritime University of Szczecin.
The simulations of mooring maneuvers were conducted for maximum allowed
Ro-Pax ferry‟s at new building berth no 1 in Swinoujscie Sea Ferries
Terminal. Based on simulations results, existing bathymetrical and hydro
meteorological conditions and above detailed costs of designed berth No 1 at
Swinoujscie SFT, the safety depth at berth was set to 12.5 m. During the
whole optimization project, the depth of waterways near berth and southern
swinging area depth were considered as well.
DAVE SMITH et.al [5] (2004) The Vanterm container terminal is
located on the south shore of Burrard Inlet in Vancouver Harbour, about 3 km
east of Canada Place, the main cruise ship terminal in the Port. The terminal
berth structure utilized 23 concrete gravity caissons to provide a perimeter
about 800m long for ship berthing. In 2001,The extension of berth was to be
located along the west end of the Terminal, with dimensions of 79 m along the
wharf face and 52 m perpendicular to the face. Three phases of site
investigation were carried out, using truck-mounted rigs for on land drilling
and raft- or barge-mounted drills for offshore drilling. The apparent absence of
8. 8
the rock fill zone behind the caissons is also significant. Steel pipe piles of 914
mm diameter were selected for the Berth Extension, primarily because of their
availability in Vancouver. A total of 131 piles of 914 mm diameter and 19 mm
wall thickness were driven closed ended using a barge-mounted Delmag D62
diesel hammer. The piles varied in length from 25 to 60 m and were driven to
embedment depths of 10 to 20 m below mud line. Fifty of the piles were
vertical, 44 were battered at 1H: 20V and 37 were battered at 1H: 3V. The 1H:
3V piles had two mild steel Dywidag thread bars with Double Corrosion
Protection (DCP) installed to between 12 m and 25 m below the pile tips to
enhance the tension capacity of the pile. Conventional deck construction was
adopted for the structure. This consisted of piles arranged in bay lines spaced
8.1 m apart, parallel to the berth and crane rails, and capped with reinforced
cast-in-place pile caps and precast concrete deck panels spanning between the
pile caps. Batter piles were excluded from the crane rail pile caps to alleviate
concern over the very high concentrated loads from the crane wheels over pile
caps that would otherwise sustain some level of damage (primarily spalling of
the cover and shear cracking) as a result of pile over strength. The pile caps
with battered piles were designed based on an over strength capacity of the
battered piles. This was considered to be essential to avoid the excessive
damage typically associated with pile structures.
PREMALATHA, P.V. [6] (2011) This journal deals with the lateral
deflection of Berthing structure due to mooring/pulling force is more when
compared to berthing force. Among the three slopes (viz 1V:3H, 1V:2H and
1V:1.5H), slope 1V:3H is normally stable by itself and has the least deflection.
From the deformed mesh it is observed that the soil movement is much greater
in top layers of sandy soil. And it can be observed that the failure zone is like a
circular slip failure. When the dredge level is increased from 1V:3H to 1V:2H
and further to 1V:1.5H, the deflection of the Structure increases by 102% and
89.5% respectively. Hence tie rods are essential to reduce this increase in
9. 9
deflection. The effect of tie rod plays a major role in reducing the deflection of
the berthing structure thereby reducing the length of pile, material and
reinforcement used for construction. The variation in location of these anchors
through finite element modeling can be very helpful in analysing.
MUTHUKUMARAN K, et al. [7] Piles and a diaphragm wall of a
supported berthing structure on marine soils are loaded both axially and
laterally. Axial loads are typically generated by the self-weight of the structure
and external live loads; lateral loads are typically generated by wave current
and seismic loads. These loads are generally considered in the design of
berthing structures. However, the lateral force generated by lateral soil
movements due to dredging may not be considered or accounted in the design
of berthing structures. A study has been conducted on the earthquake damaged
structures of cargo berths No 1 to 5 at Kandla port, situated in Gujarat. The
original design slope for the cargo berths was 1V:3H.The design slope was
changed to 1V:1.5H because of silting. No mud slide force is considered for
the design slope of 1V: 3H, on the vertical piles. Analysis has been carried out
to know the forces and moments in the structure for pre-earthquake, during
earthquake and post-earthquake conditions. The stability of the slope can be
increased by the resisting action of piles on the berthing structures by offering
lateral resistance. The failure of vertical piles was due to the heavy lateral
forces during earthquake.
PREMALATHA P. V, et al. [8] (2011) This paper deals with the
study on pile group supporting the berthing structures subjected to
berthing/mooring forces and describes the analysis of experimental results
obtained from the laboratory test. The experimental setup is a single row of
instrumented piles reduced to a model scale. The berthing structure is analysed
for both berthing force and mooring force in sloping ground and horizontal
ground, with and without the provision of tie rod anchor. When the structure is
10. 10
connected with an anchor, part of the applied lateral load will be resisted by
the anchor. The usage of tie rod will help in reducing the deflection of the
structure and controls the forces that go to the piles, thereby reducing the
amount of reinforcement used and resulting in an economical design of the
structure.
11. 11
CHAPTER 3
METHODOLOGY
3.1 GENERAL
In this section the methodology of structural design for various
components of berth has been discussed. It consists of design of main beam,
secondary beam, deck slab and piles. The following codes have been used for
the design of the terminal.
Table No: 3.1 Reference Codes
IS 456: 2000 Code of practice for plain and reinforced concrete
IS 1893 Part 1 2002 Criteria for earthquake resistant design of structure.
IS 2911 Part 1 section
2 1979
Code of practice for design and construction of pile
foundation, concrete pile, bored cast in situ piles.
IS 4651
Part 1 1974
Part 3 1974
Part 4 1989
Code of practice for planning and design of ports
and harbours
Site investigations
Loading
General design considerations
SP 16 Design aids for reinforced concrete to IS 456 2000
3.2 SOFTWARE USED
STAAD Pro allows structural engineers to analyse and design virtually
any type of structure through its flexible modelling environment, advanced
features and fluent data collaboration. STAAD Pro features a state-of-the-art
12. 12
user interface, visualization tools. Flexible modelling is provided by a state-of-
the-art graphical environment and the design supports over 70 international
codes and over 20 U.S. codes in 7 languages.
In recent years it has become part of integrated structural analysis and
design solutions mainly using an exposed API called Open STAAD to access
and drive the program using a VB macro system included in the application or
other by including Open STAAD functionality in applications that themselves
include suitable programmable macro systems. Additionally STAAD Pro has
added direct links to applications such as RAM Connection and STAAD.
Foundation to provide engineers working with those applications which
handle design post processing not handled by STAAD Pro itself. Another form
of integration supported by STAAD Pro is the analysis schema of the CIM
steel Integration Standard, version 2 commonly known as CIS/2 and used by a
number modelling and analysis applications.
The commercial version STAAD Pro is one of the most widely used
structural analysis and design software. It supports several steel, concrete and
timber design codes.
It can make use of various forms of analysis from the traditional 1st
order static analysis, 2nd order p-delta analysis, geometric non-linear analysis
or a buckling analysis. It can also make use of various forms of dynamic
analysis from modal extraction to time history and response spectrum analysis.
3.3 DESIGN ASPECTS
3.3.1 Pile Layout
Diameter of pile and pile spacing is obtained from consideration of vertical
loads lateral loads (earth pressure, ship berthing or mooring loads) soil type
and structural capacities of piles.
13. 13
3.3.2 Beam Arrangement
There are 2 systems of beam one along the frame and another
interconnecting frames (longitudinal)
3.3.3 Slab Arrangement
The cast in situ slab is of 300mm thickness. Concrete grade is
M40.Reinforcement grade – Fe 500 for main bars and Fe 415 for distribution
steel. Fender boxes are provided to absorb mooring forces. Mooring facilities
like bollards are also provided.
3.3.4 Fenders
Fendering system has been designed to absorb the impact forces normal
and parallel to the berthing structure. The berth is designed for the berthing
force generated from a barge of 34522t displacements with a berthing velocity
of 0.3 m/s.
3.3.5 Bollards
Bollards of 90t capacity are provided on the berth.
3.3.6 Structural Details
The berthing structure consists of RCC deck supported on bored cast in-
situ piles of 1000mm diameter founded at -50m.
14. 14
CHAPTER 4
DATA COLLECTED
4.1 GENERAL
The proposed construction is for developing berthing facilities for
cruise ships calling at Cochin Port, extending the existing berths BTP. The
BTP shall be extended towards north for 82m length.
4.2. SITE CONDITIONS
4.2.1 Location of Berth
Fig 4.1 Location of Proposed Berth
The proposed construction of berth for cruise berthing facilities has to
be done as an extension to the existing berth BTP which is located on the
western side of W/ Island (North End) in Mattancherry Channel. The site is
accessible from the Port‟s main traffic corridor - Indira Gandhi Road. The site
is accessible by road and through water.
15. 15
4.2.2 Reference level
All the levels are with reference to Port Chart Datum, which is at 0.582
m below Mean Sea Level.
4.2.3 Current
The maximum current expected in the area of work is about 0.5
metre/sec.
4.2.4 Waves
The work site is in the inner harbour area where generally calm
conditions prevail throughout the year.
4.2.5 Tide and Flood levels
The tides at Cochin are semi-diurnal with a marked daily inequality.
The various tidal levels in the area as per Naval Hydrographic Chart No.2004
are as indicated below.
Table No: 4.1 Tidal Levels
TIDE LEVELS (Metres)
Highest High Water Level +1.200m
Mean High Water Spring +0.920m
Mean Sea Level +0.582m
Mean High Water Neap +0.600m
Mean Low Water Neap +0.300m
Lowest Low Water Level +0.20m
16. 16
4.2.6 Wind
Wind at Cochin is highly influenced by the land and sea breezes. Wind
direction changes from north-east during morning hours to west during
evening for the period of October to May. During peak of south-west
monsoon, especially from June to September, predominant wind direction
remains south-west both during morning and evening hours. Due to strong
monsoon winds, effect of land winds is not dominant during south-west
monsoon. During the non-monsoon periods, the predominant wind direction is
from north east during the morning and west during the evening which shows
influence of land breeze.
4.2.7 Rainfall
The climate is characterized by dry and wet seasons. The wet seasons
starts in late May and ends in November. During this period, two monsoons
pass by one after another. The major monsoon is south-west monsoon which
lasts from June to September. This is followed by north-east monsoon during
October and November. The average annual rainfall is about 3000mm; and the
major portion is during south-west monsoon.
4.2.8 Temperature
Cochin experiences moderate temperatures throughout the year. The
temperature varies from 22 °C to 34 °C. The low temperature occurs during
the southwest monsoon, December and January. Daytime temperature goes
upto 30 °C even during this period. The hot months are from March to May.
17. 17
4.2.9 Sub Soil Data
Table No: 4.2 Subsoil Data
Reduced level (m) N value C (t/m2
)
-12 to -15 10 5
-15 to -20 20 7.61
-20 to -25 30 13.367
-25 to -30 45 18.17
-30 to -35 45 22
Below -35 50 22.50
4.3 MATERIALS
4.3.1 Cement
Quality of cement used for the work must be 43 grade ordinary
Portland cement conforming to I.S. 8112 or 53 grade ordinary Portland cement
conforming to I.S. 12269 or Pozzolona cement conforming to I.S. 1489.
4.3.2 Steel Reinforcement
The reinforcement steel used for the work must be Corrosion Resistant
Steel (CRS)/ ordinary quality HYSD bars of Fe500 / Fe415 grade conforming
to I.S. For checking nominal mass, tensile strength, bend test etc., specimen of
sufficient length as per I.S. 432/ I.S. 1608/ I.S. 1599 or can be cut from each
size of the bar at random at frequency not less than the specified below
18. 18
Table No: 4.3 Specifications of Bars
Size of bar
For Consignment
Over100 tonnes
For Consignment
Below 100 tonnes
Under 10 mm
diameter
One sample for each 25
tonnes
One sample for each 40
tonnes
10 mm to 16 mm
diameter
One sample for each 35
tonnes
One sample for each 45
tonnes
Over 16 mm diameter One sample for each 45
tonnes
One sample for each 50
tonnes
4.3.3 „D‟ Type Rubber Fender
„D‟ type rubber fender to be used on work is of sizes 150mm x 150mm.
The rubber used for manufacturing rubber fender is as per ASTM-D-2000-
98c.
4.3.4 Design Mix
For design mix concrete of following grades of concrete the minimum
cement content per cubic metre and maximum water cement ratio are as given
below.
Table No: 4.4 Design Mix
Sl No Grade of Concrete Minimum cement
content in Kg / m³
Maximum free
Water cement ratio
1 M20 350 0.55
2 M35 (pile foundation) 450 0.40
3 M40 (deck structure) 450 0.40
4 M30 400 0.50
19. 19
4.3.5 Assembly of Reinforcement for Reinforced Cement Concrete.
Reinforcement is to be cut to the exact length and made truly straight
and then bent to the exact shape and dimensions. The bending and fixing of
bars are in accordance with I.S. 2502.
4.4 LOAD TEST ON PILE
4.4.1 General
The load test are conducted to provide data regarding the load
settlement characteristics of the piles up to failure or otherwise as specified
and to assess the safe design capacity. The test set up and test procedure are in
accordance with the provisions of I.S. 2911 (Part IV), “Code of practice for
Design and Construction of Pile Foundations, Part IV - Load Test on Piles”,
modified to the extent given below.
a) The load shall be applied to the pile top in increments of not exceeding one
fifth of estimated safe load of pile specified elsewhere. Settlement reading
shall be taken before and after application of each new load increment and at
2, 4, 8, 15 minutes and at every 15 minutes thereafter. Each stage of loading
shall be maintained till the rate of movement of the pile top is not more than
0.20 mm per hour or a minimum of 2 hours whichever is later.
b) At the stage when loading reaches the estimated safe load, the load shall be
maintained for a period of 24 hours. Settlement observations shall be made
before and after the application of this stage of loading and at 2,4,8,15,30 and
60 minutes and at every 60 minutes thereafter.
c) Further loading and observations shall then be continued as in (a) above, till
any of the two conditions given under for the following tests is achieved.
I. Initial load test
i) Settlement of the pile reaches a value of one tenth of the pile diameter.
20. 20
ii) Maximum test load on the pile which is equal to twice the estimated safe
load.
II. Routine load test
i) The settlement of the pile top is 12 mm.
ii) Maximum test load on the pile which is equal to 1.50 times the estimated
safe load is reached.
d) Where yielding of soil pile system does not occur the maximum test load
shall be maintained on the pile head for 24 hours and settlement readings shall
be taken at 2,4,8,15,30 and 60 minutes and at one hour intervals thereafter.
e) Unloading shall be carried out in the same steps as loading. A minimum
period of 30 minutes shall be allowed to elapse between two successive stages
of load decrement. The rebound observations shall be continued upto 6 hours
after the entire test load has been removed.
21. 21
CHAPTER 5
MODELLING OF STRUCTURE
Fig 5.1 Model
Main Beam =
Secondary Beam =
Pile = 1000mm diameter
Plate Thickness = 0.25m
23. 23
CHAPTER 6
LOADS ON STRUCTURE
6.1 DESIGN VESSEL DETAILS
LOA = 268m
Beam = 32.2m
Draft = 7.4m
Displacement tonnage = 34522t
Design vessel details of largest cruise vessel
LOA = 345m
Beam = 41m
Draft = 10m
Displacement tonnage = 76378t
6.2 TECHNICAL DETAILS
For piles fck=30N/mm2
For beams of slabs fck=40N/mm2
According to IS 1789-1979,
For main reinforcement fy = 500N/mm2
For secondary reinforcement fy = 415N/mm2
Wearing Course = 75mm tk
R.C Slab = 250mm tk
Main beam =
Secondary beam =
Pile diameter = 1000mm
Pile cap =
24. 24
6.3 CALCULATION
(i). Self-weight of pile cap =( ) ( )
= 27.14 kN/ m2
Weight of slab =
= 6.25kN/m2
(ii). Vertical Live Loads
According to IS: 4651 part 3-1974 Page 5, table: 1
Uniform vertical live load = 5t/m2
= 50kN/m2
(iii). Horizontal Force Due to Berthing
Displacement tonnage = 34522t
As per IS: 4651 Part 3, Clause 5.2.1.3 (b) page 9,
Angle = 10
As per IS: 4651 Part 3 page 6,
Berthing energy =
As per IS: 4651 Part 3 page no:8
Mass coefficient, Cm =
=
=1.459
As per IS: 4651 part 3-1974, clause 5.2.1.3(a)
Eccentricity Coefficient =
( )
( )
=
( )
( )
=0.52
25. 25
As per IS: 4651 Part 3 page no: 10
Stiffness coefficient Cs =0.95
V =0.15(for sheltered)
Berthing energy = ( ) ( )
=28.53t
As per IS: 4651 part 4 page no: 5 clause: 9.3(e)
Ultimate energy =
=
= 39.94t
From IRM catalogue,
E≈50.2
Reaction = 99.5t
Deflection = 52.5%
Fender = DC1150H
(iv) Mooring Load
As per IS: 4651 part 3 Page no: 11 table 4
Bollard Pull =90t
There are 4 cases
Case 1: Perpendicular to Berth
Fz =900kN
Case 2: Acting at 45° to Berth
Fz =
= 636.39kN
Fx =
=636.39kN
Case 3: Acting at 30° to Vertical
Fy =
= 450 kN
26. 26
Fz =
= 779.42kN
Case 4: Acting at 45° to the Berth and 30° to Vertical
Fy =
=450kN
Fz =
= 551.135kN
Fx =
=551.135kN
(v) Seismic Load
As per 1893 part 1 2002 page 14, clause 6.4.2,
R =3
Ah =
Moderate Seismic Zone, Z= 0.16 (from table 2)
As per table 6, Page 18, IS: 1893 Part 1 2002,
I = 1
As per IS 1893 part 1 2002 Page 24, clause 7.6.1,
T =
=
=0.421
= 2.22
Ah =
= 0.06
As per IS: 1893 Part 1 2002, clause 6.4.4, Underground structures and
foundations at a depth of 30m or below
Ah =
=0.03
27. 27
(vi) Design Seismic Base Shear
V = AhW (from page 24, IS 1893 Part 1 2002)
X Direction,
For end row piles,
Wearing coat = ( )
= 541.2kN
Weight of slab = ( )
= 2050kN
Weight of main beam = ( )
= 96kN
Weight of secondary beam =
= 1476kN
Weight of pile cap =
= 709.8kN
Weight of pile =
= 2478.89 kN
Total dead load =
= 7351.89kN
Live load = 50 kN/m2
Total live load = ( )
= 16400kN
Total load =
= ( )
= 15551.8kN
Load on each pile = 1110.85kN
28. 28
Horizontal Seismic Load, VB
= AhW
=
=33.32 kN
For middle row piles
Wearing coat = ( )
=541.2kN
Weight of slab = ( )
=2050 kN
Weight of main beam =
=96kN
Weight of secondary beam=
=1476kN
Weight of pile + weight of pile cap
=*( ) ( )+
=1039.66 kN
Total dead load ( ) = kN
Live load ( ) =
=16400kN
Total load =
= ( )
29. 29
=13402.86 kN
Loads act on 14 piles,
Therefore the load acting on a single pile
=
=957.35kN
Horizontal seismic load =Ah
=
= 28.72kN
2. Along Z direction
For end row pile,
Wearing coat = ( )
= 99kN
Weight of slab = ( )
=375kN
Weight of main beam = ( )
= 120kN
Weight of secondary beam =
= 216kN
Weight of pile + weight of pile cap
30. 30
= ( )
= 741.14kN
Total dead load ( ) = 1551.14 kN
Live load = ( )
= 3000 kN
Total load = ( )
=
= 3051.14kN
Load acts on 3 piles,
Therefore load on each pile=
= 1017.05kN
Horizontal seismic load = Ahw
=
= 30.51kN
For middle row pile,
Wearing coat = ( )
= 73.65kN
Weight of slab = ( )
=450kN
31. 31
Weight of main beam = ( )
=144kN
Weight of secondary beam =
= 648 kN
Weight of pile + pile cap = 741.14 kN
Total dead load ( ) = 2056.79 kN
Live load = ( )
= 3600kN
Total load = ( )
= 2056.79 (( ) )
=3856.79kN
Load acts on 3 piles,
Therefore load on each pile =
= 1285.59kN
Horizontal seismic load = AhW
=
= 38.567 kN
(vii). Fender load
37. 37
CHAPTER 8
STRUCTURAL DESIGN
8.1 LOAD CARRYING CAPACITY OF PILE
Table No: 8.1 Geotechnical Data
Depth (m) N C (t/m2) α
-12 to -15 10 5.00 0.90
-15 to -20 20 7.61 0.60
-20 to -25 30 13.67 0.32
-25 to -30 45 18.17 0.28
-30 to -35 45 22.00 0.28
Below -35 50 22.50 0.28
Fixity Length = 10m
Bed Level = -13.5m
Ultimate load carrying capacity, ∑
Where α = reduction factor
C= cohesion of soil throughout the length of pile
= Surface area of pile
= Cross sectional area of pile toe
= Bearing capacity factor, usually taken as 9
= Cohesion of soil at pile tip
Capacity at -50m,
38. 38
= = 159 t
∑ = ( ) ( )
( ) ( )
( ) ( )
=553.67 t
= 159 + 553.67 =712.67 t
= 712.67 / 2.5 = 285.066 t > 248.6 t
Table No: 8.2 Maximum Loads on Piles
SL NO LOAD CASE AXIAL LOAD (kN)
1 DL + LL 2165.96
2 DL + LL + T 2200.731
3 DL + LL + T + MF 1.1 2450.185
4 DL + LL + T + MF 1.2 2397.176
5 DL + LL + T + MF 1.3 2343.689
6 DL + LL + T + MF 1.4 2290.972
7 DL + LL + T + MF 1.5 2239.134
8 DL + LL + T + MF 1.6 2213.516
9 DL + LL + T + MF 2.1 2394.319
10 DL + LL + T + MF 2.2 2356.964
11 DL + LL + T + MF 2.3 2319.061
12 DL + LL + T + MF 2.4 2281.539
13 DL + LL + T + MF 2.5 2244.638
14 DL + LL + T + MF 2.6 2208.286
15 DL + LL + T + MF 3.1 2336.398
16 DL + LL + T + MF 3.2 2290.508
39. 39
17 DL + LL + T + MF 3.3 2323.97
18 DL + LL + T + MF 3.4 2278.239
19 DL + LL + T + MF 3.5 2233.715
20 DL + LL + T + MF 3.6 2211.711
21 DL + LL + T + MF 4.1 2288.017
22 DL + LL + T + MF 4.2 2255.683
23 DL + LL + T + MF 4.3 2302.643
24 DL + LL + T + MF 4.4 2270.069
25 DL + LL + T + MF 4.5 2238.481
26 DL + LL + T + MF 4.6 2207.366
27 DL + LL + T + SCX + VE 1569.157
28 DL + LL + T + SCX – VE 1669.46
29 DL + LL + T + SCZ + VE 1754.816
30 DL + LL + T + SCZ – VE 1754.876
31 DL + LL + T + F1 2485.849
32 DL + LL + T + F2 2427.336
33 DL + LL + T + F3 2368.2
34 DL + LL + T + F4 2309.802
35 DL + LL + T + F5 2252.375
36 DL + LL + T + F6 2207.121
Maximum axial load from STAAD = 248.6t
41. 41
26 DL+LL+T+MF4,6 1892.5 27.62 330.781
27 DL+LL+T+SCX VE 1901.693 27.44 -971.922
28 DL+LL+T+SCX VE 1625.401 783.735 -331.499
29 DL+LL+T+SCZ VE 1625.401 -783.735 -331.499
30 DL+LL+T+SCZ VE 1705.071 -501.866 -270.053
31 DL+LL+T+F1 1705.058 -175.668 -270.105
32 DL+LL+T+F2 1705.034 153.973 -270.204
33 DL+LL+T+F3 1704.999 491.125 -270.35
34 DL+LL+T+F4 1704.952 839.251 -270.544
35 DL+LL+T+F5 1704.896 1199.84 -270.765
36 DL+LL+T+F6 3310.681 -21.693 -391.395
From STAAD, Maximum axial force = 3728.774 kN
8.2 DESIGN OF PILE
Assuming a clear cover of 85mm, diameter of longitudinal
reinforcement as 32mm and diameter of helical reinforcement as10mm.
Maximum axial force = 3728.774 kN
Maximum Bending, =√( ) ( ) =1175.19kNm
=
Fixity level = 10m
Effective Length = 1.2 × fixity
= 1.2 × 10 = 12m
Moment due to minimum eccentricity,
= = 5.733mm > 2
42. 42
M = P × e
= 3728.774 × 0.0573
= 213.658 kNm <
Additional moment due to slenderness,
As per IS 456: 2000, Clause 39.7.1,
Slenderness moment = * +
= * +
= 268.471 kNm
Total moment = 1175.9 + 268.471
= 1443.66 kNm
Therefore design for 1443.66 kNm
Use M30 concrete and Fe 500 steel.
= = 0.124
= = 0.05
From SP 16, Page no: 145 Chart 60,
= 0.025
Pt = 0.75%
= 0.75 %
43. 43
Ast =
= 5890.48 mm2
No of bars =
= 7 Nos.
So provided area = 5630 mm2
(i) Helical Reinforcement
According to clause 5.11.3 of IS 2911: 1979, Part 1, Section 2, the
minimum diameter of spiral should not be less than 150mm, hence provide
diameter of 10mm spirals at 200mm pitch.
(ii) Curtailment and Anchorage Details of Reinforcement
The bars are to be kept uncurtailed for 25m and after that only minimum
reinforcement is required.
Minimum reinforcement = 0.4% of sectional area.
As per clause 5.11.1, IS 2911: 1979, Part 1, Section 2,
Minimum reinforcement = = 3141.59mm2
Provide 6 no of bar of 25mm diameter.
44. 44
8.3 DESIGN OF PILE CAP
Using M40 grade and Fe 500 steel,
Size = 1.3m 1.3m 1.2m
Clear cover = 85mm
Effective depth, d =
= 1207mm
Maximum axial force = 3728.774 kN
As per IS 2922 Part 1 Section 2, Maximum permissible shift of pile is 50mm
= Axial load shift
=186.4387 kNm
Depth required = √ = √
= 164.187
Depth provided Depth required
Hence safe.
(i) Reinforcement Calculation
Minimum reinforcement = 0.12% of area
= = 2028mm2
No of bars = = 10 Nos.
Provide 5 No of bars of 16mm diameter at top and bottom and also at sides.
46. 46
24 DL+LL+T+MF4.4 955.91 -919.633 1047.526 -1202.39
25 DL+LL+T+MF4.5 975.926 -939.649 1229.49 -1255.45
26 DL+LL+T+MF4,6 995.74 -959.463 435.783 -492.25
27 DL+LL+T+SCX VE 474.293 -456 508.252 -508.252
28 DL+LL+T+SCX VE 486.016 -464.495 507.23 -500.267
29 DL+LL+T+SCZ VE 711.107 -689.585 1021.673 -949.68
30 DL+LL+T+SCZ VE 711.107 -689.585 2045.723 -1407.32
31 DL+LL+T+F1 1291.72 -1255.44 1772.855 -1185.34
32 DL+LL+T+F2 1189.941 -1153.66 1504.095 -983.42
33 DL+LL+T+F3 1080.433 -1053.48 1322.018 -1129.77
34 DL+LL+T+F4 1017.622 -981.345 1566.098 -1408.28
35 DL+LL+T+F5 1111.394 -1075.12 1836.49 -1696.38
36 DL+LL+T+F6 1212.211 -1175.93 1836.49 -1696.38
The bending moment and shear force values of the main beams where taken
from STAAD output.
Grade of concrete = M40
Steel = Fe 500
Size of beam = 0.8m × 1.2m
Clear cover = 65mm
Effective depth =
= 1122.5mm
At support section,
Design moment = 2045.723kNm
= * +
47. 47
2045.723 × = * +
Ast = 4457.866mm2
Minimum tension steel required, =
As =
= 1526.6mm2
Area of one bar of diameter of 32mm = 804.24mm2
Provide 7 bars of 32mm diameter as main reinforcement.
At mid-section,
Design moment = -1902.032kNm
= * +
1902.032 × 106
= * +
Ast = 4132.82mm2
Minimum tension steel required, =
As = = 1526.6mm2
Area of one bar of diameter of 32mm = 804.24mm2
Provide 8 bars of 32mm diameter as main reinforcement.
(i) Curtailment of Tension Reinforcement
From IS 456:2000, Clause 26.2.3, For curtailment reinforcement shall extent
beyond the point at which it is no longer required to resist flexure for a
48. 48
distance equal to the effective depth of the member for 12times the bar
diameter, which is greater except at simply supported or end of cantilever.
Hence 3 bars of support reinforcement are curtailed after a distance of 2m
from the support and 3 bars of mid span reinforcement are curtailed at a
distance of 1m from the support.
(ii) Design for Shear
Maximum shear required Asv = =
= 147.126mm2
Maximum shear at section = 1291.720kN
Grade = Fe 415
Shear stress =
=
=2.876 N/mm2
= = 4.592
= 1.01 N/mm2
(As per IS 456:2000 table 19, Page no.73)
= 4 N/mm2
(As per table 20, Page no.73)
Hence shear reinforcement are required.
Shear to be resisted, = – (From Page no.73, Clause 40.4, IS 456:
2000)
Design shear = 1291.720kN
49. 49
= 1291.720 × –
= 384740 N
= 384.74 kN
Spacing shear stirrups required =
=
= 847.22mm
Hence provide 16mm diameter of 4 legged stirrups of 200mm c/c.
From IS 13920, Clause 6.3.5,
The spacing of hoops over a length of 2d at either end of span shall not
exceed;
(1) = 280.62mm
(2) 8 times diameter of the smallest longitudinal bar = 256mm. hence the
hoops are provided with a spacing of 200mm c/c.
51. 51
24 DD+LL+T+MF4.4 457.691 -432.017 443.988 -517.029
25 DD+LL+T+MF4.5 453.612 -427.938 449.908 -503.661
26 DD+LL+T+MF4.6 449.776 -424.101 462.915 -490.845
27 DD+LL+T+SCX VE 451.856 -426.182 478.097 -496.952
28 DD+LL+T+SCX VE 285.7 -272.661 333.339 -406.096
29 DD+LL+T+SCZ VE 309.763 -296.723 428.411 -317.91
30 DD+LL+T+SCZ VE 253.951 -240.912 295.145 -295.379
31 DD+LL+T+F1 253.951 -240.912 295.145 -295.379
32 DD+LL+T+F2 467.188 -441.514 521.08 -546.429
33 DD+LL+T+F3 468.489 -442.815 505.654 -520.033
34 DD+LL+T+F4 469.578 -443.904 499.041 -494.883
35 DD+LL+T+F5 470.351 -444.677 505.925 -470.887
36 DD+LL+T+F6 470.934 -445.26 527.974 -452.541
Grade of concrete =M40
Steel = Fe500
Size of beam =
Clear cover = 65mm
Effective depth =
At support section,
Design moment = kNm
From IS 456:2000 G1.1
Mu = ( )
52. 52
( )
Minimum tension steel required =
As =
Area of 1 bar of Diameter 25mm
Provide 4 numbers of bars of diameter 25mm as main reinforcement.
At mid span,
Design moment
Mu = ( )
( )
=
Minimum tension steel required, =
=
Area of 1 bar of diameter 25 mm =
Provide 4 numbers of bars of 25mm diameter as main reinforcement
53. 53
(i) Curtailment of Tension Reinforcement
From IS456:2000, CI 26.2.3, for curtailment reinforcement shall extent
beyond the point at which it is no longer required resist flexure for a distance
equal to the effective depth of the member or 12 times bar diameter, which is
greater except at simply support or end of cantilever .hence 3 bars of support
reinforcement are curtailed after a distance of 2 m from the support and the
mid span reinforcement is continued.
(ii) Design of Shear
Minimum shear steel required,
=
=
Maximum shear at section =
Grade of concrete: Fe415
Shear stress, =
= ⁄
Percentage of steel,
As per IS 456:2000 pg no 73, table 19
⁄
As per IS 456:2000 pg no 73, table 20
⁄
54. 54
Hence the shear reinforcement is required.
As per IS 456:2000 Page no: 73 clause 40.4(c)
Shear to be resisted,
( )
=
=
Diameter of shear stirrups =
Number of legs for each stirrups =2 No‟s
Spacing of shear stirrups required =
=
( )
=
Hence provide 12 mm diameter 2 legged stirrups at 200mm c/c
From IS 13920:1993 clause 6.3.5, spacing of hoops over a length of 2d at
either end of span shall not exceed.
1.
2. 8 times diameter of the smallest longitudinal bar =
Hence the hoops are produced with a spacing of 150mm c/c.
55. 55
8.6 CHECK FOR CRACK WIDTH OF MAIN BEAM
Maximum bending moment = 1902.032kNm
Ast =
=5629.73mm2
As per IS 456 annexure f, page 90
= =
=0.189 < 0.46
( )
= ( )
€1 =
( )
= ×
= 0.00175
b1 = 1000
€m = €1 -
( ) ( )
( )
=0.00175 -
( ) ( )
( )
= 0.00143
= ( )
57. 57
=0.001421 -
( ) ( )
( )
=0.001188
= ( )
= ( )
=0.2301mm
Maximum allowable crack width = 0.004 65
= 0.26mm
0.2301 < 0.26 mm
Hence safe.
8.7 EARTHQUAKE DETAILING (IS: 13920) OF MAIN BEAM
1. Minimum Reinforcement
=
√
= 0.304%
Provided 0.5% at support and 0.74% at mid span
2. Maximum Reinforcement
Provided 0.5% at support and 0.74% at mid span
3. Bottom Reinforcement at support
Provide 9 bars of 32mm diameter
Therefore, =
= 7234.6mm2
4. At any section
Top and bottom reinforcement =
58. 58
=
=1114.46
Minimum steel available = 6 bars of 32mm diameter
= 4825.486mm2
5. Shear reinforcement at either ends of beam to a length of 2d
= 2 × 1122.5
=2245mm
Spacing should not be greater than
(i) = = 280.6mm
(ii) Smallest diameter of bar = 8 × 32 = 256mm
For remaining length provide at = 561.25mm
8.8 CHECK FOR CRACK WIDTH OF SECONDARY BEAM
Maximum bending moment at bottom = 559.27kNm
Ast =
=1963.49mm2
As per IS 456 annexure f, page 90
= =
= 0.180 < 0.46
( )
= ( )
61. 61
8.9 EARTHQUAKE DETAILING (IS: 13920) OF SECONDARY BEAM
1. Minimum Reinforcement
=
√
= 0.304%
Provided 0.5% at support and 0.74% at mid span
2. Maximum Reinforcement
Provided 0.5% at support and 0.74% at mid span
3. Bottom Reinforcement at support
Provide 6 bars of 25mm diameter
Therefore, =
= 2945.24mm2
4. At any section
Top and bottom reinforcement =
=
=738.56mm2
Minimum steel available = 6 bars of 25mm diameter
= 2945.24mm2
5. Shear reinforcement at either ends of beam to a length of 2d
= 2 × 822.5
=1645mm
Spacing should not be greater than
(i) = = 205.6mm
(ii) Smallest diameter of bar = 8 × 25 = 200mm
For remaining length provide at = 411.25mm.
62. 62
CHAPTER 9
CONCLUSION
During the course of project, we determined the different loads and
forces that are likely to act on the structure and our analysis and subsequent
design has shown that the berthing is capable to handling the external loads
and forces safely.
The technical feasibility of the project is definitely within the confines
of Cochin Port Trust. In spite of the adequate facilities available for the vessels
calling at Cochin Port the construction of cruise berth terminal helps to
improve the berthing facilities for the approach of the largest vessels.
63. 63
REFERENCES:
1. Evaluation and Design for Wharf Berth Improvements Xavier C. Barrett1,
PE, Satrajit Das2, PhD, PE, M.ASCE, Richard C. Wells3, PE, F.ASCE and
Dennis K. Hoyle4, PE
2. SeismicAnalysis and Design of Berth 14 Extension. Balboa, Panama J.Paul
Smith- Pardo,Ph.D.PE and Christopher B.Cornell,MASCE,PE,SE
3. Effect of Dredging and Axial Load on a Berthing Structure by K.
Muthukkumaran, R. Sundaravadivelu, S.R. Gandhi (2007). International
Journal of Geoengineering Case histories, Vol.1, Issue 2, p.73-88.
4. Depth Optimization of Designed New Ferry Berth by S. Gucma & S.
Jankowski. International Journal on Marine Navigation and Safety of Sea
Transportation, Volume 1, Number 4.
5. Seismic Design of a New Pile and Duck Structure Adjacent to Existing
Cassions Founded on Potentially Liquefiable Ground in Vancouver, Berth By:
Dave Smith
6. Effect of Dredging and Tie-Rod anchor on the Behavior of Berthing
By:Premalatha P.V., Muthukumaran K, & JayapalanP
7. Behaviour of Berthing Structure under Changing Slope in Seismic
Condition -A Case Study by K. Muthukkumaran, R. Sundaravadivelu, S.R.
Gandhi.
8. Behaviour of piles supported berthing structure under lateral loads -
Premalatha P. V, Muthukkumaran. K & Jayabalan P ( PanAm CGS 2011)