THE SCOPE OF DED :
I. TECHNICAL SURVEYS, CONSIST OF :
a. TOPOGRAPHIC AND BATHYMETRIC SURVEYS
b. HIDRO-OCEANOGRAPHIC SURVEY :
- Tidal observation
- Current observation
- Sediment and water sampling
- Wave observation
c. SOIL INVESTIGATION ON-SHORE AND OFF-SHORE 27 POINTS
II. WAVE CHARACTERISTIC ANALYSIS
III. SIMULATION OF SHIP MANOUVER AT PORT BASIN (by consultant from Netherlands)
IV. DESIGN OF CONTAINER WHARF STRUCTURE 1600 M LENGTH
V
DESIGN OF CONTAINER YARD STRUCTURE
1
I. TECHNICAL SURVEY
a. BATHYMETRIC SURVEY:
1.
Survey area is 2,297 Ha
2.
Equipment used for bathymetric survey: Echo Sounder (ES) Reson 210 which can
perform sounding -600 m water depth
AREA FOR BATHYMETRIC SURVEY
2
b.
TOPOGRAPHIC SURVEY:
1.
SURVEY AREA : 1200 Ha
2.
NUMBER OF BENCHMARK POINTS : 6 UNITS.
For horizontal position measurement of BM was carried out using GPS measurement Method
(DGPS Method), the device for this purpose is GPS Cnav with Singapore as base station.
3.
HORIZONTAL FRAME MEASUREMENT :
Horizontal base frame measurement was carried out using polygon measurement method and
the device which applied for it was Total Station Sokkia set 4B.
4. VERTIKAL BASE FRAME MEASUREMENT
This measurement has the objective to obtain elevation for every BM with the elevation
reference is the Mean Sea Level (MSL) from tidal observation for 30 days (0.91932 m from zero
datum).
5.
SITUATION MAPPING
•
This measurement has the objective to collect detail data of the site, including natures objects,
buildings, bridge, etc.
•
To help data collection, collecting detail data situation facilitated by Quickbird satellite vision
(April 2007)
•
Digitation all necessary object obtained from Quickbird satellite vision, field checks to ensure
the existence of the objects.
3
BM
Y (m)
X (m)
1
756358.097
651155.481
2
757130.196
650579.725
3
756272.000
649133.000
4
755664.028
649911.331
5
756088.923
645590.810
6
753308.533
646073.533
BM COORDINATES
BM
ELEVATIONS
(m)
ELEVASI (m)
BM01 BPKS
2.963
BM02 BPKS
2.784
BM03 BPKS
1.631
BM04 BPKS
3.556
BM05 BPKS
133.700
BM06 BPKS
6.024
BM ELEVATIONS
TOPOGRAPHIC AND
BATHYMETRIC RESULT
4
c. HYDRO-OCEANOGRAPHIC SURVEY
c.1. TIDAL OBSERVATION
 Coordinate of tidal station : 5˚ 53' 15,8502” LU, 95˚ 18' 57,922” BT
 The location of tidal station is at NAVY port of Sabang
 Tidal observation was carried out for 30 days with observation time interval of 1 hour
starting from July 20, 2007 until August 18, 2007
 The device for this purpose was Automatic Water Level Recorder (AWLR) type AOTT
resulting water elevation (tidal)
Water Surface Elevation
Datum
MSL
(m)
Datum
LWS
(m)
TIDAL STATION
LOCATION
5
c.2. CURRENT OBSERVATION
•
The location of this observation was at two stations, representative enough for current
condition in survey area. The position of the first station is (756926m; 651075m) with
40m depth and the other is (755660m; 649720m) with 20m depth.
•
The duration of observation in every station was for 25 hours with time interval of data
collection of 1 hour. The observation was arranged to get information on current of
neap period, at time between neap-spring (konda) and spring period.
•
Neap period observation was carried out in July 25, 2007. Observation konda time was
carried out in July 28, 2007. Spring period observation in August 1, 2007. Observation
at every station and every measurement was carried out at three depth (d) 0.2 d, 0.6 d,
and 0.8 d.
•
The device used for this observation was Valeport Type 2000, it was a mechanical
current device
6
CURRENT OBSERVATION RESULT
OBSERVATION STATION I
AT NEAP TIME
• Current Speed is Small
• Tidal Current is dominant
• Mean Current Speed ~ 0.05 m/s
• Dominant direction was NorthWest-SouthEast
• Maximum Current Speed ~ 0.08 m/s
• Current Layer tends to uniform
AT KONDA TIME
• Current Speed is Small
• Tidal Current is dominant
• Mean Current Speed ~ 0.082 m/s
• Dominant direction was NorthWest-SouthEast
• Maximum Current Speed ~ 0.154 m/s
AT SPRING TIME
• Current Speed is Weak
• Tidal Current is dominant
• Mean Current Speed ~ 0.086 m/s
• Dominant direction was NorthWest-
• Maximum Current Speed ~ 0.161 m/s
SouthEast
RESULT FOR SECOND OBSERVATION STATION WAS
NOT DIFFERENCE WITH THE FIRST OBSERVATION
STATION
7
CURRENT
SIMULATION
IN SABANG
HASIL
SIMULASI
ARAH
ARUSGULF
Direction vector and value of current
RMA2 model at Spring Condition Flood 1
Direction vector and value of current
RMA2 model at Spring Condition Flood 2
Direction vector and value of current
RMA2 model at Spring Condition Ebb. 1
Direction vector and value of current
RMA2 model at Spring Condition Ebb. 2
8
d.
SOIL INVESTIGATION
SOIL INVESTIGATION RESULT : Cross section of Soil Layer CT.3 Port area
9
RESULT OF SOIL INVESTIGATION
RESULT OF SOIL INVESTIGATION IN CT.2 AND CT.3 AREA IS AS FOLLOW :
 Soil layers tend to follow soil surface profile
 At 6m – 10m depth from seabed, soil is very hard with SPT value > 70
 At few location was found a very hard layer at the depth of 1m from seabed of 1m thickness
BASED ON SOIL CONDITION AS EXPLAINED ABOVE, RECOMMENDATION FOR PILE
FOUNDATION IS AS FOLLOW:
• PILE SHOULD BE OF STEEL PIPE
• MINIMUM THICKNESS IS 16 MM
IN SOME LOCATION WHERE THIN HARD SOIL LENS WAS FOUND ON TOP SOIL, NEED TO
BE PREDRILLED (DESTRUCTION) FOR PILE DRIVING PURPOSE
10
DRIVEN PILE ALLOWABLE CAPACITY
 ALLOWABLE CAPACITY
1. Pile f 914 mm :
 Depth 10 m (from sea bed)
: Nall,compression
= 427 ton : Nall,tension =
 Depth 12 m (from sea bed)
: Nall,compression
= 914 ton : Nall,tension = 227 ton,
 Depth 17,5 m (from sea bed) : Nall,compression
= 1351 ton : Nall,tension = 378 ton,
79 ton,
2. Pile f 1016 mm :
 Depth 10 m (from sea bed)
: Nall,compression
= 518 ton : Nall,tension =
 Depth 12 m (from sea bed)
: Nall,compression
= 1100 ton : Nall,tension = 2251 ton,
 Depth 17,5 m (from sea bed) : Nall,compression
= 1623 ton : Nall,tension = 421 ton
86 ton,
 ALLOWABLE CAPACITY FOR PERMANENT LOAD.
1. Pile f 914 mm :
Depth 10 m (from sea bed) :
Hijin
=
9,92 ton ( Permanent load SF = 2)
Hijin .
= 13,23 ton ( Temporary load SF = 1,5)
2. Pile f 1016 mm :
Depth 10 m (from sea bed)
Hijin
Hijin .
=
10,6 ton ( Permanent load SF = 1,5 )
= 14,11 ton ( Temporary load SF = 1,5)
11
II. WAVE ANALYSIS IN SABANG GULF
a.
WIND ANALYSIS
THE WIND ROSE WAS BASED ON
WIND DATA AVAILABLE FROM DATA
RECORDED
BMG
STATION
AT
SABANG FOR THE TIME RANGE OF
1992 - 2006
b. FETCH ON SABANG GULF
WIND ROSE
12
c. WAVE ROSE
GELOMBANG
DOMINANT
13
d. DESIGN WAVE
N
= North (Utara)
NNW
= North Northwest (Utara Barat Laut)
NW = North West (Timur Laut)
WNW
= West Northwest ( Barat Barat Laut)
W
WSW
= West Southwest (Barat Barat Daya)
SSW
= South Southwest (Selatan Barat Daya)
= West (Barat)
SW = South West (Barat Daya)
14
e.
WAVE HEIGHT SIMULATION
TELUK
SABANG
Contour of depth for Wave Height
Simulation
Contour of Height and Wave Direction resulted from
Refraction and Diffraction Process for Wave from
NNW (T= 9s, H = 4 m)
Contour of Height and Wave Direction resulted
from Refraction and Diffraction Process caused by
wave from N (T=9s , H = 4,95 m )
Contour of Height and Wave Direction resulted
from Refraction and Diffraction Process for Wave
from NW ( T = 9s , H=3,3 m )
15
Contour of Height and Wave Direction resulted
from Refraction and Diffraction Process for
Wave from WNW (T = 9s, H = 4,6 m)
Contour of Height and Wave Direction resulted
from Refraction and Diffraction Process for
Wave from WSW ( T = 9s , H = 1,4 m )
Contour of Height and Wave Direction resulted from
Refraction and Diffraction Process for Wave from SW
( T = 9s , H = 1,4 m )
16
III. PORT PLANNING
CT1
CT2
CT3
CT5
CT4
CT6
CT7
CT8
LAYOUT of LONG TERM DEVELOPMENT (source Master Plan)
1. LAY OUT of CT1, CT 2 AND CT3 PORT (SHORT TERM PLANNING)
CT1
CT2
CT3
LAYOUT CT1, CT2, CT3
MAIN DATA FOR CONTAINER PORT :
1. CONTAINER PORT CT.1
Existing building : Pelindo Port, NAVAL Base (TNI-AL) and PERTAMINA
Wharf Size : L = 500 m, B = 45,5 m, basin depth : – 20,00 m LWS
Container Yard Size L = 500 m, B = 275 m
Need to remove existing onshore building and existing jetty or port
2. CONTAINER PORT CT.2
Existing building : Fishing Port, Dok Kodja, Passenger Port
Wharf size : L = 800 m, B = 45,5 m, basin depth : – 22,00 m LWS
Container Yard size : L = 800 m, B = 400 m
Need to remove existing building
3. CONTAINER PORT CT.3
Existing building : none
Wharf size : L = 800 m, B = 45,5 m , basin depth : - 22,00 m LWS
Container Yard size : L = 800 m, B = 400 m
20
2. PORT STRUCTURAL DESIGN
a. PRINCIPLES FOR PORT STRUCTURAL DESIGN
WHARF STRUCTURE IS DESIGNED BASED ON THE FOLLOWING ASPECTS :
1. STRUCTURAL RESPONSE TO RESIST DESIGN LOAD
2. STRUCTURAL STIFFENESS
3. NATURAL CONDITION OF PORT LOCATION
4. DESIGN LIFE
5. SIZE AND DIMENSION OF DESIGNATED SHIPS
6. VERTICAL AND HORIZONTAL LOADING
7. CONSTRUCTION MATERIAL
8. CONSTRUCTION SYSTEM THAT COULD BE CONSTRUCTED WITHOUT
SPECIAL EQUIPMENT AND COULD BE HANDLED BY NATIONAL CONTRACTOR
9. REFERENCES AND CODES
10. COST
11. CONSTRUCTION TIME
21
b. GENERAL CRITERION FOR WHARF STRUCTURE :
1. DESIGN LIFE OF THE STRUCTURE IS 100 YEARS
2. ELEVATION OF PORT DECK IS + 4,5 M LWS ( OR + 2,5 M FROM HWS )
3. MAXIMUM WAVE HEIGHT IN FRONT OF WHARF IS 0,5 M
4. SABANG HAS CLASSIFIED AS STRONG QUAKE ZONE, SO THAT THE PORT STRUCTURE
WAS DESIGNED FOLLOWING GENERAL CRITERION AS FOLLOW ( REFFERED TO CODE FOR
SEISMIC DESIGN OF NEW WHARVES )
•
PORT STRUCTURE WAS DESIGNED AS A “DUCTILE MOMENT RESISTANCE FRAME“ , IT WAS
DECK ON PILE WITH DECK STRUCTURE CONSIST OF REINFORCED CONCRETE WHICH
SUPPORTED BY VERTICAL STEEL PIPE PILE, SINCE PORT STRUCTURE WITH VERTICAL
PILE HAS BETTER PERFORMANCE THAN BATTER PILES
•
MAXIMUM STRUCTURAL DISPLACEMENT CAUSED BY QUAKE IS 7,5 CM
•
THE CONCEPT “STRONG BEAM WEAK PILE” SHOULD BE APPLIED, THAT MAKES PLASTIC
HINGE OCCUR ON PILE
22
c. TECHNICAL CRITERION
c.1. SHIP SIZE
CONTAINER TERMINAL CT.1, CT.2 and CT.3 COULD BE BERTHED BY
 FEDEER VESSEL CONTAINER MAX 2500 TEUS ( 45,000 DWT )
Length = 215 m , Width = 30m, Design draught = 12 m,
Berthing Velocity = 25cm/sec
 SUEZMAX CONTAINER SHIP 12,000 TEUS ( 137,000 DWT )
Length = 400 m , Width = 55m, Design draught = 15 m,
Berthing Velocity = 15cm/sec
c.2.
PORT BASIN DEPTH – 22,00 m LWS
c.3.
LOADING
 VERTICAL LOADING:

DEAD LOAD + SUPERIMPOSED DEAD LOAD

LIVE LOAD








AT WHARF, CONSIST OF :
Uniform distribution load 4 ton/m2
Truck T.45
Rubber tire/RB 40 ton
Mobile crane (outrigger load)
Forklift truck
Side loader
Quay crane (Rail Mounted)
23
Quay Crane Terminology (Twin – Lift Container Quay Crane)
30 ft = 33,3 m
24
Crane Load, with wheel load :
- Sea side
= 1300 kN/wheel
- Land side
= 1060 kN/wheel
LOAD ON JETTY BETWEEN 2
CRANE LEGS
25
•
LIVE LOAD ON CONTAINER YARD :
 Uniform distribution load of 4 stack container
 Rubber Tired/RB load with the following data (BS 6349-part1) :
- Tractor : Axle line load : front = 40 kN and rear 280 Kn
- Trailler : number of axle line = 2, max line load = 150 Kn
 Side Loader : Payload capacity 40ton ; number of jack 4 ; jack spacing
= 2,5 m ; jack load 230 kN and contact pressure 500 kN/m2
 Stradle carrier
 HORIZONTAL LOAD
 DOCKING IMPACT :
Force caused by ship berthing/Docking Impact calculate based on the following
formula:
E = 0.5 MD.CM.CS.CC.CE.V2 ,
 MOORING LOAD:
For container ship, where ship area to receive wind load is bigger than other ships,
then pulling force on bollard is more accurate to be calculated as follow:
Wind pressure to the ships:
Rx = ½.ra.U2.AT.CX ( parallel to the ship )
Ry = ½.ra.U2.AL.CY ( perpendicular to the ship) and
RM = ½.ra.U2.AL.Lpp.CM (moment by wind forces to the midship)
26

Force caused by current to the ships :
 Current pressure parallel to the ship :
Rf = 0,0014.S.V2
 Current pressure perpendicular to the ship :
Rf = 0,5.ro.C.V2.B

EARTH QUAKE : Based on Indonesian Seismic Zone
(SNI.1726-2002), Sabang is located in seismic zone no 5.
SABANG
27
Response Spectrum Seismic Zone 5
Based on nominal static equivalent, the magnitude of horizontal earthquake force is :
V = C.I.Wt/R
where :
V = horizontal earthquake force
C = seismic coefficient, for natural period from wharf structure of 1.1 second,
thus C = 0,5 (medium soil)
I
= importance structural factor = 1,0
Wt = total weight structure
R = reduction factor = 6 ( steel frame resisting moment ),
from push over analysis to the wharf structure, the value of R = 7,349
28
PERFORMANCE BASE ANALYSIS :
Limitation on structural displacement of 7,5 cm, from performance base analysis, the structure
doesn’t have meaningful damage, where the strength and the stiffness before and after
earthquake are almost same.

Earthquake direction :
The Structure was analyzed to the following combination of earthquake direction as
follow:
30%
100%
AND
100%
30%
IN THE SEISMIC ANALYSIS, THE EFFECT OF ECCENTRICITY TO THE CENTER OF STIFFNESS
IS INCLUDED IN THE CALCULATION
FROM STRUCTURAL ANALYSIS, THE MOST CRITICAL LATERAL
LOAD IS SEISMIC LOAD
29
c.4. MATERIAL
. CONCRETE
Every concrete (precast and cast in situ) designed with the strength of
fc’ = 36,0 Mpa ( K.400 )
• STEEL REINFORCEMENT :
Diameter < 12 mm  BJTP.24
Diameter > 12 mm  BJTD.39
• STEEL PIPE for pile : Referred to ASTM-A252 quality STK.41, with syield = 2400 kg/m2
• STEEL PIPE SHEET PILE, steel marine type, with syield = 3900 kg/m2
c.5. CORROTION PROTECTION FOR PILE
•
For splash zone, use HDPE system
•
Under splash zone, use cathodic protection, impressed current type
HDPE
Cathodic Protection
30
d. PORT STRUCTURAL SYSTEM
THE WHARF STRUCTURE WAS DESIGNED WITH SYSTEM “DECK ON PILE”
 UPPER STRUCTURE :
THE UPPERSTRUCTURE WAS DESIGNED TO BE REINFORCED CONCRETE WITH fc’ = 36 Mpa/
K.400, CONSIDERING THE FOLLOWING CONSTRUCTION ASPECTS AS FOLLOW :
1. AT SABANG, IT’S NOT EASY TO FIND GOOD MATERIAL TO MAKE HIGH STRENGTH
CONCRETE, FOR THAT REASON THEN SOME PART OF ELEMENT (BEAM AND FLOOR SLAB)
CONSIST OF PRECAST SYSTEM AND MADE IN BANDA ACEH.
2. STRUCTURAL ELEMENTS WHICH COULD BE CAST IN SITU ARE : PILE CAP, CONCRETE
FILLER PILE, TOPPING FOR FLOOR SLAB. EVERY MATERIAL FOR CONCRETE CAST IN SITU
(SPLIT, SAND AND CEMENT) SHOULD BE SUPPLIED FROM BANDA ACEH.
3. COULD BE CONSTRUCTED BY NATIONAL CONTRACTOR
 SUBSTRUCTURE :
SUBSTRUCTURE WAS DESIGNED TO BE STEEL PIPE PILE :
1. DIAMETER OF STEEL PIPE : 914 MM DAN 1016 MM, THIS LARGE DIAMETER IS NEEDED TO
RESIST BUCKLING AND TO REDUCE DISPLACEMENT DUE TO LATERAL LOAD.
2. MINIMUM THICKNESS OF STEEL PIPE IS 16 MM, DUE TO VERY HARD SOIL LAYER
> 65).
(SPT
31
CROSS SECTION OF PORT STRUCTURE
32
 STRUCTURE DILATATION /GAP
DILATATION IN STRUCTURE IS NEEDED TO REDUCE THE EFFECTS OF TEMPERATURE
CHANGE IN STRUCTURE.
JETTY LENGTH BETWEEN DILATATION = Ld, CALCULATED BASED ON THE FOLLOWING
ASSUMPTION :
JETTY LENGTH BETWEEN DILATATION
= Ld =2.yo /c.Dt
Where :
yo = allowable pile displacement =
{L2.(SM)pile}/{3.(E.I)pile} = 2,975 cm
c = coefficient of thermal expansion of
deck material = 11,7
Δt = design temperature fluctuation = 20o
L = H + xo , xo = fixity point
= 20,0 m = 2000 cm
SM = pile section modulus
EI = pile stiffness
OBTAINED : Ld = 254 m,
Jetty length designed to be = 200 m,
and :
Dilatation width l = 2.yo + 0,5 cm = 6,45 cm
CONSTRUCTION OF DILATATION GAP
BETWEEN TWO PART OF JETTY WAS
DESIGNED USING SHEAR KEY SYSTEM
33
 SHAPE OF THE UPPER STRUCTURE :
BEAM AND FLOOR SLAB WITH PRECAST SYSTEM
DECK LAY OUT
CROSS
SECTION
34
WHARF STRUCTURAL ANALYSIS :
A. LOADING COMBINATION FOR SUPER-STRUCTURE ANALYSIS :
a. ULTIMATE LOADING COMBINATION (BS 6349), for beam design :
1.1.265 DL
2.1.265 DL
3.1.265 DL
4.1.265 DL
5.1.265 DL
6.1.265 DL
7.1.265 DL
8.1.265 DL
9.1.265 DL
10.1.265 DL
11.1.265 DL
12.1.265 DL
13.1.265 DL
14.1.265 DL
+ 1.54 LL
+ 1.54 WIND
+ 1.54 LL
– 1.54 WIND
+ 1.54 LL
+ 1.54 Be.L + 1.54 Cu.L
+ 1.54 LL
+ 1.54 WIND
+ 1.54 LL
– 1.54 WIND
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 0.462 LL + 1.54 Cu.L
+ 1.54 Mo.L
+ 1.54 LL
+ 1.54 WAVE
Where :
DL
LL
WIND
WAVE
Be.L
Mo.L
Cu.L
EQ-x
EQ-y
=
=
=
=
=
=
=
=
=
+1.54 Mo.L + 1.54 Cu.L
+ 1.54 Mo.L + 1.54 Cu.L
+ 1.54 Cu.L + 1.54 WAVE
+ 1.54 Cu.L + 1.54 WAVE
+ 1.54 Eqx + 0.462 Eqy
- 1.54 Eqx + 0.462 Eqy
+ 1.54 Eqx - 0.462 Eqy
- 1.54 Eqx - 0.462 Eqy
+ 0.462 Eqx
+ 1.54 Eqy
+ 0.462 Eqx
- 1.54 Eqy
- 0.462 Eqx + 1.54 Eqy
- 0.462 Eqx - 1.54 Eqy
Dead Load (Crane Load Included)
Live Load
Wind Load
Wave Load
Berthing Load
Mooring Load
Current Load
Seismic Load to x direction
Seismic Load to y direction
35
b. SERVICE LOADING COMBINATION ( BS 6349, Part 2, Section 6.11.4.3 ) used for pile capacity analysis :
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Mo.L + 1.0 Cu.L
1.0 DL + 1.0 LL – 1.0 WIND +1.0 Mo.L + 1.0 Cu.L
1.0 DL + 1.0 LL + 1.0 Be.L + 1.0 Cu.L
1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Cu.L + WAVE
1.0 DL + 1.0 LL – 1.0 WIND + 1.0 Cu.L + WAVE
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 1.0 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 1.0 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 1.0 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 1.0 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 0.3 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 0.3 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 0.3 EQ-x
1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 0.3 EQ-x
1.0 DL + 1.0 LL + 1.0 WAVE
+ 0.3 EQ-y
– 0.3 EQ-y
+ 0.3 EQ-y
– 0.3 EQ-y
+ 1.0 EQ-y
– 1.0 EQ-y
+ 1.0 EQ-y
– 1.0 EQ-y
B. BUCKLING ANALYSIS IN STEEL PIPE PILE (AISC - ASD 89) :
- Minimum thickness = 6,25 + D/100 ( D= pile diameter )
- Pile capacity to axial load is :
36
WHARF STRUCTURAL ANALYSIS RESULT :
Displacement (cm)
Loading
Combination
1
2
3
4
5
6
MAX
Stress Ratio
dx
dy
dz
0.500
1.465
0.000
MIN
-0.362
-2.611
-0.808
MAX
0.497
1.352
0.000
MIN
-0.360
-2.703
-0.808
MAX
0.397
3.220
0.000
MIN
-0.505
-1.048
-0.798
MAX
0.043
0.847
0.000
MIN
-0.018
0.000
-0.800
MAX
0.041
0.734
0.000
MIN
-0.016
0.000
-0.801
MAX
4.697
2.941
0.000
MIN
0.000
-1.708
D 1016
D 914.4
0.635
0.667
0.641
0.674
0.657
0.711
0.584
0.637
0.578
0.629
0.783
0.914
-0.804
37
WHARF STRUCTURAL ANALYSIS RESULT :
LOADING
Kombinasi
Pembebanan
COMBINATION
7
8
9
10
11
12
13
14
Stress Rasio pada Tiang
STRESS
RATIO
Pancang
Displacement (cm)
dx
dy
dz
MAX
4.707
0.529
0.000
MIN
0.000
-4.207
-0.813
MAX
0.000
2.287
0.000
MIN
-4.428
-1.107
-0.803
MAX
0.000
0.000
0.000
MIN
-4.436
-3.607
-0.812
MAX
1.742
5.525
0.000
MIN
0.000
0.000
-0.793
MAX
1.777
0.000
0.000
MIN
0.000
-6.913
-0.823
MAX
0.000
5.329
0.000
MIN
-1.569
0.000
-0.792
MAX
0.000
0.000
0.000
MIN
-1.596
-6.733
-0.823
MAX
0.033
0.503
0.000
MIN
-0.010
0.000
-0.801
D 1016
D 914.4
0.841
0.907
0.747
0.890
0.788
0.877
0.811
0.948
0,935
0,998
0.794
0.935
0.921
0.995
0.566
0.613
38
C. SUMMARY OF WHARF STRUCTURAL ANALYSIS
1. Max deflection : dx (longitudinal direction) = 4,707 cm (due to earthquake X direction)
dy (transversal direction) = 6,733 cm (due to earthquake Y direction)
2. PILE MAXIMUM STRESS RATIO = 0,998 ( crane beam pile d 1016 mm)
3. CHECKING THE PILE CAPACITY:
 PILE f 914
 Axial Load  N max = 267,2 TON < N.allw (412 TON )
 Horizontal  H max = 13,4 TON (due to earthquake) < H.allw = 13,64 TON ( SF = 1,5 )
 PILE f 1016
 Axial Load  N max = 230,7 TON < N.allw ( 518 TON )
 Horizontal  H max = 6,35 TON (due to earthquake) < H.allw = 14,41 TON ( SF = 1,5 )
FROM STRESS RATIO THAT OCCUR IN PILE AND FROM CHECKING PILE CAPACITY, PILE
DIMENSION IS DETERMINED BY STRESS IN PILE (DUE TO MOMENT AND AXIAL LOAD).
THIS IS BECAUSE THE LENGTH OF PILE ARE QUITE LONG (26 M), AND EVERY PILE IS
VERTICAL.
IF STRUCTURE IS DESIGNED USING BATTER PILE, THEN EARTHQUAKE FORCE WHICH
OCCUR IN STRUCTURE WILL BE BIGGER (COULD BE 3 TIMES OF THE STRUCTURE WITH
VERTICAL PILES) AND NEED MORE TENSION PILE BECAUSE OF LENGTH OF PILE UNDER
SEABED IS ONLY 10 M (DUE TO VERY HARD SOIL LAYER)
39
WHARF BACKFILL RETAINING WALL SYSTEM
(STRUCTURE BEHIND THE WHARF)
TWO ALTERNATIVES HAVE BEEN STUDIED. THESE ARE:
1. ARMORED ROCK SYSTEM
2. STEEL SHEET PILE SYSTEM
ARMORED ROCK COMBINED W/
L-SHAPE RETAINING WALL
STEEL PIPE SHEET PILE
RETAINING WALL
40
COST ESTIMATION FOR CT.3 ( Rupiah )
WORK ITEM
VOLUME
1. PREPARATION
2. WHARF STRUCTURE
CONSTRUCTION
3. RETAINING WALL BEHIND
WHARF
SUB TOTAL 1
PPN 10 % (TAX)
SUB TOTAL 2
SUPERVISION 1 %
TOTAL COST
ALTERNATIVE 2
(STEEL PIPE SHEET
PILE RETAINING
WALL)
21.545.000.000
21.545.000.000
800X45,5 M
741.325.000.000
741.325.000.000
1300 M
96.505.000.000
380.078.000.000
479.920.000.000
289.832.560.000
289.910.000.000
289.910.000.000
1.629.205.500.000
1.722.691.060.000
162.920.550.000
172.269.106.000
1.792.126.050.000
1.894.960.166.000
17.921.260.000
19.949.601.660
1.810.047.310.500
1.913.909.767.660
3. SAND AND ROCK BACKFILL
AND DREDGING
4. PAVEMENT
ALTERNATIVE 1
(ARMORED ROCK
RETAINING WALL)
800X400 M
41
COMPARISON BETWEEN THE TWO ALTERNATIVE
ALTERNATIVE 1 (ARMOURED
ROCK)
ALTERNATIVE 2 (STEEL PIPE
SHEET PILE)
INFRASTRUCTURE
COST
Rp. 1.810.047.310.500,-
Rp. 1.913.909.767.660,-
STRENGTH ASPECT
ROCKFILL IS EASILY
DEFORMED BY
EARTHQUAKE CAUSING FILL
BEHIND THE WALL TO
SETTLE
STRONGER AGAINST
EARTHQUAKE
CONSTRUCTION
TIME
LONG CONSTRUCTION TIME
SHORTER CONSTRUCTION TIME
MATERIAL
AVAILABILITY
HARD TO OBTAIN LARGE
QUANTITY ROCK
MARINE STEEL HAS TO BE
IMPORTED
- NEED HIGH ACCURACY IN
INSTALLING 1300 M LONG
PRECAST CONCRETE
- NEED HIGH ACCURACY IN
INSTALLING 1300 M LONG SHEET
PILE WALL
- NEED SPECIAL TREATMEN
IN INSTALLING FILTER
CONCRETE
- NEED SPECIAL PILE DRIVING
EQUIPMENT TO INSTALL 1 : 3
BATTER PILE
CONSTRUCTION
ASPECT
42
BASED ON COMPARISON TABLE ABOVE, IT CONCLUDED:
ALTHOUGH THE TOTAL COST IS RELATIVE MORE EXPENSIVE, BUT WITH
CONSIDER THAT SABANG IS AT REGION WITH STRONG AND HIGH
EARTHQUAKE INTENSITY AND LONG DESIGN LIFE TIME OF 100 YEARS, THEN
STEEL SHEET PILE IS CHOOSEN AS BACKFILL RETAINING WALL
SUGGESTION FOR CONSTRUCTION STAGE :
1. PREFERED FOR SHEET PILE CONSTRUCTION AT FIRST STAGE
2. BACKFILL COULD BE CONSTRUCTED IN AGREEMENT WITH STAGE OF WHARF LENGTH
CONSTRUCTION. CONSIDER THAT THE AREA OF THE PROJECT LOCATION IS VERY
LIMITED ESPECIALLY FOR MATERIAL STOCK PILING, IT WILL BE BETTER THAT ANY PART
OF LAND IN THE BACK OF SHEET PILE IS FILLED FIRST
3. STAGE CONSTRUCTION FOR WHARF IS PREFFERED TO BE 400 M/1 BERTH LENGTH, TO
GIVE POSSIBILITY TO OPERATE.
4. CONSTRUCTION SHOULD BE BY PROFESSIONAL CONTRACTOR THAT HAVE A
SUFFICIENT EXPERIENCES IN WHARF CONSTRUCTION
43
CONTAINER YARD STRUCTURE
STRUCTURAL DESIGN FOR PAVEMENT OF CONTAINER YARD WAS BASED ON THE
FOLLOWING SOME CONSIDERATION :
- Availability of material
- Work volume that is very large
- Simplicity of construction
- Soil condition in the location is sand with N SPT > 10
- Deck of container yard is supposed on sand fill, then the settlement which will occur is
relatively small
- Construction cost
TWO ALTERNATIVES THAT COULD BE USED FOR PAVEMENT DECK OF CONTAINER YARD
ARE :
1. PAVEMENT CONTAINER YARD USING RIGID CONCRETE PAVEMENT  LARGE VOLUME OF
CONCRETE REQUIREMENT
2. PAVEMENT OF CONTAINER YARD USING PAVING BLOCK, REQUIRED LARGE VOLUME OF
PAVING BLOCK THAT MUST BE IMPORTED FROM JAVA (P. JAWA)
CONSIDERING SIMPLICITY IN CONSTRUCTION, CONCRETE PAVING BLOCK IS THE
CHOOSEN ALTERNATIVE
44