BSI BSxb349 PARTX2 68 WM Db24bb9 OLS0G22 7 ml i BS 6349 : Part 2 : 1988 j bsenscoaaiarenanaaia e {© itis Ctandards nee, Mo part of say be toca eric roproiod witout te pa eran ia wrtng of BS British Standard Code of practice for e Maritime structures Part 2. Design of quay walls, jetties and dolphins ‘Structures maritimes — Code de bonne pratique Partie 2. Conception des murs de quai, jetées et ducs d’albe Leitfaden fir Bauten im Meer Tell 2. Gestaltung von Kaimauern, Molen und Dalben British Standards Institution Copyright by Ue British Standards Institution Mor Tan 31 170503 2000“BSI BS*ha49 1988 Pert 2 “Tas Part of BS 6349 has boon prepared under the direction of the Civil Engineering and Building Structures Standards Committee. ‘This code of practice contains material whien 's bot tor the Information and guidance of engineers and material which forme recommendations on good practica. As such conformity with its recommendations is not obligatory and variations from its reeommandations may wel be justified In special circumstances and angineering Judgement should be appliad to determine when the recommendations of the ‘ode should be followed and when they should not, ‘A code of practice Is intended for the use of engineers experience of engines ‘and construction of the particular clas of works so that ‘other roatonably qualified anginaars may usm it wea basi for the design of similar works, It isnot intended that it should be used by engineers who have no knowledge of the subject nor that it should be od by non-engineers. ‘A code of practice reprosents good practice atthe time it I written and Inavitably, technical developments may render parts of It obsolescent In time. It isthe responsi- bility of engineors concerned with the design and construction of works to remain conversant with develop- ‘mens in good practice, which have taken place since publication of the code, Follewing suggettione from the Maritime and Watorwaye Board of the Institution of Civil Engineers, the Standards ‘Committoe for Civil Engincoring Codes of Practice sot up an ‘adhoc panel to make further studies. The panel's report, presonted in 1975, concluded that existing British codes, ware inadecuite forthe special asnacts of maritime structures and that there was a need for such a code. ‘A format was proposed which divided the work into two stinet stages. It has boon assumed in the drafting of this British Standard that tho oxooutlon of ite provicione ie entrusted to ‘anproprietely qualified and exporionced pooplo, for whose (uidanee it has been prepared, ‘The standard willbe issued in seven Parts as follows: Port 1 Gonoral oriteria Part 2 Design of quay walls, jetties and dolphins Part 3" Design of dry docks, locks, slipways and ship- Dullding berths, shiplifts and dock and lock gates In preparation. {Tote ued lolly a 2 Deft for Development Past member Copyright by the British Slandards Isittion Mor Tan 31 17052 2000 PART=2 68 MM Ub246b9 OLS0L23 7 mm Part 4 Design of fendoring and mooring systems Part §* Recommendations for the dradaing of waterways and for land reclamation Part 6° Design of buoy moorings, floating and buoyant structures and anchorage systems Part 7" Design of breakwatars and training walls In BS 6349 : Part 1, recommendations are given to assist clients and enginoors to obtain the basio deta ralovant to the dosign of any maritime structura “This Part of BS 6349 Incorporates those parts of the text of Part 1 that deal with the design of shoet-piled walls and, sins these ara design rathor than general matters, 51.1, 51.2 and 61.6 of BS 6249 : Part 1: 1984 will be deluted by amendment. Design aspects of shest-piled walls that are ‘eamnmen to land-based and maritime structures will bo ‘covered in BS 8002; 61.3 of BS 6340 : Part 1 : 1084 will be deleted by amendment. The design of anchorages in general ie covered in OD 81 and in BS 8002*. Spocfle ‘aspects of maritime anchorages are covered inthis Part and in Part 3 of 8S 6349; clause 59 of BS 6349 : Part 1 : 1984 will be deloted by amendment. ‘A number ofthe figutes in this standard have been provided by individu! organizations who own the copyright. “The details of tho sourcos aro given at the foot of each figure and BSI acknowledge with appreciation permission 10 reprodues them. “The ful list of the organizations who have taken part in the work of the Technical Gommitiue Is given om ts back ‘cover. The Chairman of the Committe is Mr. J.T. Willams OBE. C Ena, FICE, F | Struct € and the following people were memes of the Technical Committe, RW Bishop! OBE, B Se (Eng), C Eng, FICE DF Evans CEng, FICE, F | Struct E MD Hazelt 8 Sc (Eng), CEng, FICE D Kerr MICE P Lacey C Eng, FICE, F | Struct &, FIHT, FRSA JRead MA, C Eng, FICE TTD Sowollt 8 Sc (Eng), ¢ Eng, FICE PD Stebbings 8 Se (Eng), C Eng, MICE DWalte C Ena, F | Struct E, MICE, FFB CJWhitlookt M Se, C Eng, FICE MJC Wilford CEng, M I Struct E Compliance with a British Standard does not of Itsolf confer immunity from legal obligations.Copyright by the British Slandards Isittion Mor fan 31 17 2, 2000 BSI BSxb349 PART#2 S8 MM LL24bL9 O1S0b24 0 mm @ = Contents Pace Foreword Ind front cover Committee rexponsible Back cover Seeton one, Genera 1 Seopa 2 12 Definitions 3 13 Symbol 4 Va Parr seety tacts 4 Setion two. Gonoral deslon of berthing stuctres 2.1 Goneral 5 222 Chole of structure 7 2.3. Gonorl alte consdertions a 24 Durability 0 ©] 2 Sareea euipmont n Seotion thes. Loading considerations for quays and ie 3.1 Design mothods 13 32 Leas 13 Section four. Sheet wall in quay andjtty contrition 41 General 1 (2 Sutabiy 6 43 Typerof tructure 6 43 Types of seat wall 2 415 Soetion modus of walt 2 48 atria and strssee 2 27 Design of heat wall structure 2 4B Toole! % 49 Insitucpping 36 410 ‘Verte toads opotie 1 wall % 41 Berting end mooring eds normal tothe e wall 2 4.12 Vengtucina imposed toads 2 4.13 Wali and tebocs 2 4514 Anchorges for quay wall 2 435 Corners 2 4146 Eerthworks o 417 Gonatruction sequence *% 448 Srvon and crane tacks 3 Section five. Gravity walls in quay and ety construction 6.1 General 0 52 Typesot wall 0 5.2 Dangn of eeity walls 3 54 Concrete blockwork walls 8 6.5 Prove enforoe concrete walls © 3.8 Concrtscalsone e 5.7 Collar sheeted structures eo £8 Doublnwall eo piled structure o 5. Insitu moss concrete walls constucted under water « @ a0 inst rintorea concrete watts 6 5.11 Diephresm wall % 8.12 Monolts ° BS 6349 : Part 2 Section six, Suspended deck structuros 6:1 General 62 Suitability 6.2 Applications 6.4 Types of structure 85 Overall stability 6.6 Earthworks at marginal quays 6.7 Types of bearing pilo 8A Installation of piles 6.9 Types of superstructure 6.10 Design methods LLoeatng considerations Design of piles 6.13 Construction tolerances Section seven. Dolphins 7.1 General 7.2. Types of structure 72 Loads 7.4 Design of flexible dolphins 78 Design of rigid dolphins 7.6 Mooring equipment 7.7 Access and working space Section eight. Roll-on/rolloff terminal ramps 8.1 General 82 Layout 83 Loais BA Bod scour ‘Section nine, Pedestrian acces 2.1 General 92 Walkways 0.2. Stairveys 94 Ladders 85 Hendraling 26 Toe kerbs 9.7 Wearing surfaces and durability 8 Lifesaving equipment ‘Appendix ‘A References Tables 1 Pile systams for suspended deck structures 2 Partial load factor 4, for suspencid docks Figures 1 Anchored shaet wall structuros 2 Cantilovered sheet wall structure 3 Shast walls with relieving platform 4 Timbor shoot piles: typical joint arrangements 5 Conerote shoct piles: typical details © Steel sheet ples: Interlocking sections 7. Bored pile walls: typical arrangoments '8 Diaphragm walls: typical panel arrangements : 1988 80 80 95 95 95 96 96 98 98 101 101 102 102 102 103 103 103 105 105 10813 1“ 6 16 ” 18 19 20 a1 22 23 24 26 26 ar opie by Mor fan 31 17 Bs 6349 : Part "BSI BS#b349 Soldier pid wall: Effects of floxiblity of ‘propped sheet wall structure on earth pressure and resistance ‘Active pressure distribution on singl-enchored fr propped sheet wall structure where fill is placed before dredging ‘otive prossure distribution on sinale fr propped sheet wall structure where placad after dredging Location of anchorages in relation to planes in retained fill Pressure distribution on dauble-anchored shaat wal SShoet wall with auxiliary anchorage: planes ‘Simplified distribution of active earth pressure and passive earth resistance on cantilevered sheot wall structure Pressure distribution on sheot wall infront of relieving platform ‘Staggered to2 elevations for sheot Plan of anchored wall with diagonal ti-backs Examples of deadman anchorages Examples of cantilavor anchoragos Example of raking pile anchoragae Examples of ground anchors ‘Anchoring arrangements at corners [Examples of erane rail foundation arrangements Conerote blackwork wal Prooast reinforced concrete wall hored PARTH2 88 MM L2UbL9 O150b25 2 Page 26 at 3 % 28 82 63 Concrete caisson Cellular sheet-piled structures Double wall sheet piled etructure In situ mess concrete wal In situ reinforced concrete wall Gravity diaphragm wall Monolith Anglo of frietion on virtual baak of bloskwork wall Examples of joints betwoon esissons [Modes of fellure of cellular sheet piled structure Distribution of active earth pressure and passive earth resetance on aeallularshent ple structure Distribution of active earth pressure and passive ‘arth resistance on a double-vallsheet-piled Examples of joints botween monoliths Examples of suspended deck structures \Vortical anchor for pile ‘Accoss trestles Fender support arrangements Examples of pila/dock connections Exemples of flexible dolphins Examples of rigid dolphins Typical layouts of Ro-Ro terminals Typieal fixed Ro-Ro shore ramp Typieal adjustable Ro-Ro shore ramp ‘Typieal vessel ramo arrangoments Typical stairway arrangement tor quey walls ‘Typieal ladder dimensions Pago 53 53 54 54 55 56 60 63 6 36 7 70 3 78 80 93 87 ar 93 90 100 102 104 Ue British Standards bestitation 2000“BST BS*b349 Section one. General 1.1 Scope “This Part of BS 6349 provides recommendations and guidana on the design of quay walls Jevtes and dolphins. Section two gives general guidance and racommendstions ‘on the design of berthing structures. Suction three discusses loeding considerations for quays and jetties. Section four tives recommendations and guidance on the types of sheat wall, and cootion five on tho typo2 oF gravity wall, commonly used in quay and jetty construction, Soetion six covers the design of suspended deck structures supported on individual bearing piles, barretos or small caissons. Section seven deals ‘with the design of dolphins, Section eight covers the general arrangement of and strucnural eaneldarations for roll-on roll-off terminal ramps including rigid and adjustable shore ramps and their supports. Section nine covors pedestrian access, Including walkways, stairways, laddors and handrails, NOTE. Tho titles ofthe publications referred to nthe Pat of 85 6349 oe listed on the Ina the back cover. References inthe text to other puoieations are kantifieg by number in sauere bracket and ae ited In appondtx A. 12 Definitions For the purposes of this Pat of BS 6349 the definitions avon in BS 8349 : Part 1 apply together with the following 1.2.1. margi 31 berth, A berth parallel to the shore. 1.2.2 breakwater berth, A berth on the le side of @ breakwater. 1.2.3 quay (wart), A borthing structure backing on to tne shore or reclaimed land, 1.2.4 apron. An area of open land adjacent to a berth. 1.2.5 pior. A structure projecting from the shore at which berths are provided. 1.2.6 jetty. A structure providing a berth or berths at some dlstance from the shore, NOTE. A jetty mey be connscted tothe thereby an accor trestle ‘or eausony, or may be of the sland tyBo, 41.2.7 Jetty heed. A platform at the seaward ond of a jetty oF causeway. 1.28 shost wall. A retaining wall of thin eross section that resists loads by bending. 1.2.9 gravity wall. A retaining wall of heavy cross section ‘that resists horizontal loads by means of dead weight. NOTE, The dead weight may be augmented by ground anchor CCoppigé by the British Slandards Isittion Mor Tan 31 170523 2000 PART#2 88 MM Lb24GL9 O1S0b2b 4 mm BS 6349 : Part 2: 1988 Code of practice. Section one 1.2.10 suspended deck structure. A quay or jetty compris. ing/a deck supported on bearing piles, 1.2.11 berthing line. The line of tho face ofthe fenders ‘oF (where no fendors exist) the berth structure, In the Uundeflected position, 1.2.12 relieving platform. A platform built below deck level and supported on bearing piles, the principal function ‘of winch isto redues lateral soil pressures over the upper Portion of a shest wal, NOTE. A raieving platform ie uevally supported on the wa 1.2.13 access (approach) trestle. A bridge connecting » Jetty nead 10 the shore to provide vehicular or pedestrian access and/or support to pipes or conveyors. 1.2.14 dolphin, An Isolarad structure or strong:point used eithor to manoeuvre a vessel or to facilitate holding tin position st its berth. 1.2.16 berthing (breasting) dolphin. A dolphin designed to take thaimpact of a berthing vesol and to held it when ‘boing pushed against « berth by wind or current. NOTE. A berthng dolphin uevally Incorporstes means for securing 1.2.16 mooring dolphin. A dolphin with bollards oF hooks for securing a vesel end for preventing It from moving away from a borth dus to wind or current action, NOTE. A mooring dolphin i usually st back from the berth lino o that cannot be struck by aberthing veel and to Improve ‘he attectvenes of mooring lines. 1.2.17 borthing beam. An isolated piled structure with 2 continuous capping situated parallel to a borth and having similar function to two or more berthing dolphins. 1.2.18 viarping (lead-in) dolphin, A dolphin provided at ‘one end ofa structure or at a change in direction of a berth ‘to support vessels being manoeuvred between two adjacent positions (similar to a berthing dolphin). 1.2.19 Ro-Ro (roll-on/rolloff) ramp. A fixed ramp or bridging structure which enables vehicles to pass between 2 Ro Ro ship's vehicle dacks and the shore. NOTE. Bridging sructor may be provided to eccommedste relative love differences dus to long concitions ofthe ships and 1.2.20 walleway. A fixed structure providing pedestrian accoss to an isolated structure, sus « dul 1.2.21 cope. The top edge of a quay or jetty adjacent to berth, 1.2.22 false deck. A structural slab overlid with fill and curfocing.BSI BS*L349 BS 6349 : Part 2: 1988 Section one > a ay Fu Fy A fay 1.3 Symbols For the purposes of this Part of BS 6349, the following symbols apply. ‘Symbols relating to the loading of suspended deck structures are definad in section six: those relating specifically to limit state design of suspended dock structures are ‘as 6400, Pile diameter Depth of penetration below lavel of zero net horizontal prose, Effective embedment of sheet piles. Horizontal sil friction foren. Vertical soil friation force. il Force similarly F and Fe). Characteristic concrete cube strength. Tie rod helaht (similarly Hs). Retained height of structure Equivalent height of surcharge. Coefficient of active earth pressure, Effective length of anchorage. Ineffective length of anchorage, Relovant moment for staggered points, Mass of callular structure and contained soil Total active soll force per unit length of wall PARTH2 88 MM 1L24L69 0150627 b mm Pag Total active soll force on rear of fllure wedge par ‘ast length of wal Passive soll force par unit langth of wall, Ps, Burchergo pressure Po Active soil force on rear of failure wedge Py Pile eaction (similarly Ps, Py, Pe Resultant force on relevant failure plane. FRocultant of passive resistance, Half the stagger height. Tontion in tie rod (cimilorly Ts )- Thickness. Weight of eoil wed, Depth to level of zero net horizontal pressure, 47 Density of coil above wator love A’ Defteetion (similarly 4). 8 Angle of wall Fiction, 6, Angle of sol shearing resistance. 1.4 Partial safety factors For the purposes of this Part of BS 6349, the values given for safety and parzalzafoty factora for loads and materiale are based on those givon in BS 5400, in so for ax these are applicable (Copyright by The Brsh STandaras TastoTion Mor fan 31 17 2000BSI BS#L349 PARTH2 88 MM ULZ4L6% OLSOL28 6 mm BS 6349 : Part 2 Section two 1987 Section two. General design of berthing structures 2.1 General 2.44 Planning “The detailed design of a particular structure cannot be considered in isolation from the overall planning which is Fequired to ensure that it meets its functional requirements Planning mattors are discussod inthis soction in so far a8, ‘they might influence the design Guidance on overall port planning is given elsewhere (1,2,3,4,5] 2.1.2 Drodging and filing ‘Where structures are planned in association with dredging operations, consideration should be given to the use of ‘dredged matoral for reclamation. Depending upon the tultability of the material coneidorable eaonomics in tho cost ofthe berth structure may also be achieved. Maintenance dredging may become necessary because of ‘the natural acorstion of material or because of a build-up Cf material dropped between the ship and the berth duting| tho hondling of bulk cargo, such az coal. There may be ‘economic benefits in providing a dredged depth greater than the minimum required so that maintenance dredging with its disruption to operations is reduced. Careful consideration should bo givan to the drodging tolerances which will be achieved during construction and during ‘maintenance dredging (see 2.2.6). 2.1.8 Function of structure Aberthing structure is provided to accommodate a Partiaularvoseol or rango of vesels, Dolphins may be required at berths where the vessel length excaeds the length of quay or jetty. Economies may often be made by Using dolphins to resist the berthing and maoring loads, ‘thereby permitting a lighter form of structure to be used for the quay or jotty Itself. Thie is particularly applicable ‘0 oil terminals serving very large crude carriers (VLCCS), ‘where maximum horizontal loads are severe and imposed vertical loads are light, Reference should be made 10, BS 6349 : Part 4 for specific recommendations on dolphins ‘The need for the berth to be contiguous with the share, the apron width required, and the area of land required behind the berth are all matters which depend on the mothod of honing and storing the cargo. Bulk wage may require ‘extonsive arees of land for storage, but this may be some dlistance inland with the bulk cargo transferred from berth ‘to tank farm, silo, storage shed or open storage area by Pipe or conveyor. Conversely, the area behind a general cargo or container berth isan integral part of the whole ‘and the movement of cargo from ship to transit shed or ‘open storage should be direct and as short as possible: in general, a marginal type of berth satisties these requirements, The need to provide an ares of land behind ‘a barth often invalves reclamation andl thie may have « strong influence on the type of marginal structure to be adopted, Copyright by Ue British Standards Isittion Mor Tan 31 170525 2000 2.14 Aeoess and safety Sefety espects should be carefully considered for all maritime structure. Points to be considered include access bby omergoney services, escape routes from hazardous areas and provision of fire-fighting (see 2.5.2) and lifesaving ‘equipment. Further guidance on safety aspects is given elsewhers (6, 7]. Depending upon the nature of the cargo ta be handled, antipollution equipment mnay be required. At VLCC tarminals,consideretion should be given to the provision of speod-at-appronch monitoring as, current meters and anemometers. At all maritime terminals at least ‘one tide gauge should be provided. ‘Aocess or means of acooss should, wherever possible, be provided to allow inspection of structures for maintenanee purposes. 2.15 Berth otientation \Wheve ther is freedom of choles as to the orlentation of the berth or where the berth is in an exposed position, the orientation should be chosen #0 that the predominant ‘winds, waves and eurrents have least effect on the operation of the berth and the structure hes east detrimental effect on the coastal or estuaril regime. A physical or mathematical ‘modal may be necassary to study these effects, Berthsshoukd notbe broadside-on to strong prevailing winds and wavs, I brosdside winds ao likely, the navigational and cargo handling sspects should be considered. When considering waves atthe berth location, the effects of period and direetion should be assessed (s90 31.4 of BS 6349 : Part 1: 1984). ‘The direction of the current at tidal locations will usually vary. The importangs of the effects of currant on navigation will depend on the strenath of the current, the avaiabil ‘of tugs, the loading condition of the ships and whether ‘movements are restricted by tide lvel. Offeetting currents ean help a ship to leave the berth but may be unacceptable if « fully laden ship hes to Berth ‘against them. In cases whero unacceptable currents cannot be avoided they should be redirected by the use of training walls The direction from which vessels will approach the berth should be considered. If they are always to lie slongside in the came diteotion (e.. heed inwards or head ‘outwards, the configuration of mooring points and fixed CF rail mounted! cargo handling equipment may sometimes be retinea, The nature ofthe bed, the amount of solids in suspension in the water, exiting curront diraetions and velocities and the existing pattern of littoral deft all nad to be examined {end their sensitivity to the orientation of the structure studied. In addition to the effects on the overall regime the local effects should be examined for unacceptable current changes, local scour or siltation of the seabed at the berth, ‘Abrupt changes in profile may create sufficient disturbance 10 affect the structure and possibly navigation in the vleintty.BSI BS*b349 BS 6349 : Part 2: 1988 Section two 2.1.8 Borth geometry NOTE, The influones of sorvieas ond fad o amounted cargo handling euipment on berth goometry is dealt within 25. 2.1.6.4. Berth length. The length of the berth is a Function of the ships’ length and should take account of any changes in ship size expected during th life ofthe berth, Where the berth is one of a number in a line, the expected mix of vessls using the line of borths should be considered. “The length allowed between ships borthed in line wil depend on the method of berthing ships, but a minimum distance of 16 m is commonly adopted, For fishing or pleasure craft a berth length of 1.16 times the vessel lenath isdesirabl, The length of berthing structure that neods to be in contact with o vossol depends on the type of cargo to be handle. ‘General cargo ships and many dry bulk eargo ships need a long berth face 20 that cargo handling equipment can have access to work any hold. Alternatively, a short berth face and fixed handling equipment may be provided, requiring the vossols to be moved! along the berth. Bulk liquids and solids such as cement which can be moved pneumatically by pipeline are loaded and discharged trom a tixed point and ‘the borth face need only be long enough to acoommodste these 2.1.6.2 Dapth alongside. The depth of water required alongside the barth isa function of the operatina draunht Of the vossols expected to use the berth within it lifetime, ‘ho tidal rango and, st exposed berths, the effects of wave action, Waves due to passing ships, wind action easing roll {and the effect upon draught of listing during losding/ Uunioading should also be considered. If shipping patterns ‘show that ships using the borth aro never at full draught, ‘reduced depth may be acceptable. ‘The underkee clesrancsin calm conditions should generally be at east 0.5 m for the doopost draught vessel, but suitable allowances for trim listing and wave-induoed motion ‘hould be made and additional clearance may be roquired Where the seabed is rocky. At borths where the movement Of the largest ships to be scconnodeted lakes place at the higher stots ofthe vide, the underkeol clearance may be achieved by dredging a berth box in front of the structure. ‘The box width should be st least 1.6 timos the beam of the largost vessel, and ts length atleast 1.2 times the overall length of the veo, located eymmetrioally about the rid. point of the berth. \Wharo appropriate, protection against scour caused by propellers and bow thrustors should bo provided (eve 2.3.5). ‘Tho nead to design for future berth deepening should slso be considared, 2.1.6.3 Cope fovel. The level of the cope along the berth face may be determined by that of existing borths or the working arae behind the berth, With a virg site the level of tho oopo has to be 2ot on practieal and eeanomie grounde. ‘The optimum cope level can be selected by determining the risk of flooding and then appraising the effect and Impiteations of such flooding. An economic analysis osm be ‘atried out to compare the capital investment cost with the coil of floud damage oF te east vf providing naurance te cover such damage. PART2 68 MM Lb24bb9 OL50b29 7 ml A tow cape may be appropr by small erat, ‘The effect of cope level upon crane height and Ro-Ro ‘amps chould bo considered. ‘At cargo borths within an impounded dock the ground surface should be atleast 1.6 m above the working water level For berth in en open hrbour or exposed location, 4 statistical analysis cane prepared to determine the level, and frequency of high water levels and wave heights, ‘The application of joint probability methods fer computing ‘extreme sea levels is described elsewhare [8]. at berths exclusively used 2.1.8.4 Hdth of apron, No frm guidelines can be given on ‘the width of berth aprons, which depands on the mothod of hhandling cargo. Whether the berth is for specialized or uulticpur pose ure rll aryl influence Ue apron wil required. Modern general cargo berths with transit sheds on ‘the berth require a distance between berth face and shed of 20 m to 50 m. For curtain specialized cargo such a fish, pron widths may be reduced to minimize handling, opending on the handling methods. Pessongor and navel bborths will also have diferent apron width requirements, Berths should be but with adequate back-up aress to provide storage for tho volumes of oargo which are expected ‘to be handled across the berth during it lifetime, tn the vee of container terminals, the whole of ie lar ea "usually open and distances from the berth face to the rear boundary may range up to 300 mor more. ‘The apron should be wide enough to allow cargo hansling equipment to be operated efficiently and safely on it and special attemnion should be given to the provision vf areas required for turning vehicles and for access by emergency vehicles. 2.1.85 Clesrances at berth faca. Careful consideration has 10 be glen to the lines ofthe vessels using the berth. “Tho flare of containar ships or naval vessls can require larger clearances. The front legs of eranes, hose handling ‘ar and othor handling equipment chould be set back 29 ‘avoid being struck by an overhenging bow or stern or by fiying bridgos and to provide pedestrian access botwoen bollards and erane structures, Tho range of track cantres of container end bulk handling cranes is wide and, since most czanes ste made to order, any convenient span can ba adopted. Dimensions for special types of bulk terminal such as those with radial loaders or unioaders shoul be individually assessed. ‘The maximum draught and degree of ist of vessels ber tea slongside should be taken Into account when determining Lndorweater olearances to the face of a structure, ‘Additional clearances should be allowed for bulbous bows when the angla between the cope fine and the vessel's Tongitudinal axis is tikely to exceed 7°, Reference should be made to BS 6349 : Part 4 for guidance on approech angles. Consideration should alzo be given to proventing chips striking structures in the speces between individual fender units. This is particularly important whore vessels may turn alongside the berth when there are currents wich may delay or prolong the manoeuvre CCopyriglt by the British STandards Inslittion Mor Tan 31 170526 2000‘Maritime structures cannot normally be designed to ‘withstand the very large vertical loads which can be large floating object trapped tion during a rising or fall ‘angular projections and to provide any horizontal projection with a flare can reduce the likelihood of these unusual ated damaging vertical loads occurring. Facing and deck units shoul be secured ‘0 the structure since, in goneral, gravity alone will not be sufficient to keep them in pce 22 Choice of structure 2.2.1 Gonoral For any important structure, a variety of different types should be compared and a choice made on the basis of the apital and maintenance costs or ease of construction, ‘Tho use of standarlized casigne to maat various conditions may not be economic. The typical designs given in this code ate not intended to exclude the use of alternative structural ‘rrangorents, Incluging hybrids of two oF more of the <’rtangements described. Many examples of original design ‘are given in [9] 2.2.2 Types of structure Maritime structures can be either solld or opan-pited, ‘An open-piled structure can be either rigid oF flexible (see 4.7.1 of BS 6349 : Part 1: 1984), Solid structures include all sheet and gravity walls with a solid vertical berthing face. These types of structure are ‘most commonly used for marginal berths where fill material has to be retained, but they are also used for fingorpiors, jetties and doiphins. Open structures have a suspended deck supported on piles ‘The structure can be either flexible with only vertical ites ‘nd without external horizontal restaint or constructed more rigidly with raking piles or with struts to the shore ‘The dogroe of floxibility will dopondl on the overall, ‘configuration, framing and relative stifness of members, and their supports. floxible type of structure may be ‘nsuitable if iis to accommodate cranes or bulk handling ‘equipment, especialy in earthquake zones. Mony types of quay structure that retain the ground Behind ‘them yield slightly during or after construction, with tho development of active soil pressure and passive resistance. Yielding may take the form of horizontal movement or @ horizontal movament combined with a forward rotation, ‘Thoso movements ate in addition to natural settlements and will depend on the type of structure and the ground conditions, Tho effect of such movements on fixed super: structures that span from 2 support on the quay structure ‘or from retained ground within the active wedge to another supporton the around remote fram it, should he considered, ‘The proximity of existing structuras should be taken into ‘eccount when selecting the type of structure to be adopted for a new quay. Copyright by Ue itis Standards Isittion Mor Tan 31 170527 2000 BSI BS4b347 PART#2 88 MM LL24LL9 O1S0L30 & mm BS 6349 : Part 2: 1988 Section two ‘Changes to the existing maritime regime at the berth and at edjacent locations are likely to be smaller for open piled than for solid structures, as they prosont less obstruction ta cueant flow and waves. At sites whore eltation i ical to occur, a solid structure may increase current velocities, thoreby reducing the volume of material deposited along se, Dut possibly causing ah cts elsewhere. A solid structure can cause unacceptable disturbances fora ship at ‘orth, due to roflected waves. but this may be reduced by the provision of parforations ora partly open face, Where ‘open structures are usad for marginal berths, the back-of- boorth fills usually retoined behind a revetted slope. TH slope can ba used to absorb wave energy and reduce reflection, ‘Tho spring onergy ofa flexible structure ean be used to absorb some or all of the energy of a berthing vessel (see 9 0249 . Pat 4), \Whatover the type of structure, its design should be sufficiently tolerant for it to accommodate local ve in site conditions which may be encountered during ‘construction. 2.23 Seabed conditions ‘The geotechnical data and bathymetric survay should bo studied together to determine suitable founding levels for different typas of structure and to decide if dredging is, necessary oF economic. 2.2.4 Local construction mater Included in any geotechnical survey should be a study of, the locally available natural meterials for construction. The availability of rock or general fil within a short hi distance may have a strong influence on the choics of structure 2.2.5 Method of construction ‘Tho method and sequence of construction and avalability ‘of major construction plant may determine the type of structure Finely selected, The maximum use of prefab ited sections may be adopted to achieve an early completion date, but tho size and weight of units have to be within the handling capacity of available plant. When the facility is part of large project, a design involving the mobilization ‘bf spacializad equipment and the establichment of a large febrication plant for the project as awhole may have cost edvantagos. Construction from on shora by the oreation of a temporary bund, ora construction wihich works progressively forward from the shoreline or on a jack-up pontoon may be necessary If the woather conditions are too rough for the use of floating plant, either throughout the year or seasonally. 2.2.6 Construction difficult “The design should make allowance for the fact that the structure will ganerelly be constructed over water from ‘temporary working platforms. Fast currents and wave action will inrease the difficulty of acourate construction,BSI BS¥L349 BS 6349 : Part 2 : 1988 Section two ‘The tolerances normal in building work on land often ‘cannot be achleved in thete conditions. In particular, it should be romombored that a pile driven ‘ovar water is seldom supported over its full length and, although it may be correctly located on the seabed, the head may davlate from the correct position, Deck units to be placed on piles should be designed to eccommedato the permissible dovietion in the piles. Excavation on land ean be carefully controlled but under water it has to be executed by dredgor or occasionally by diver. Dredgers will leave an undulating or stepped surface nwhicha layer of fine material ney by deposited. It should be remembered that overdredging tolerances (typically 0.3 m in sand, sift and soft clay) can oftan be exceeded and ‘that any pockets may fll with soft material. The unevenness of eut which Is usually obtained and the possibility of the surface layer forming 2 potential fallure plane under foundations should be considered. A layer of gravel or rubble may be placed on the seabed prior to filling to prevent the tormation of such a Fllure plane boiow ti ‘Temporary slopes on which soft materil may build up should be formed with an inclination opposite to that of the potontial failure planes in the soil \Whon precast units are to be placed on a gravel bedding layer on the seabed, the final levelling and preparation of the bedding has to be carried out by divers, often with poor ilblity. Ae far 2 possible divers’ work should be kept simple ‘Adequate protection of the works during construction should be provided to avoid damage caused by floating craft, waves and currents, 23 General site considerations 2.3.1 Sottloment ‘Tho offects of settlement on port operations should bo catefully considered. In general, only small amounts of ‘ottlomont will bo aosoptablo in quaye and jettas, unless special foundations (s00 4,18) are usod to minimize the cffoct of large settlements on operations. Atsltes where highly compressible materials exist, itis Important thatthe effects of piling, dredging, filing and future lve losding ofthe rocleimed ground are fully investigatod during design so thatthe necessary measures are taken to ensure stability of the ground adjacent to and beneath the quay a all stages of construction 2.3.2 Fill matorial Fill placed behind quays should be of free-draining granular ‘mataral, This will ensure that maximum natural consolids- tion is achieved in the submerged zone, where additional ‘compaction is not usually carried out. Above water level, the fill may be compacted by conventional means, nd the effects of heavy compaction, which is generally required at ports, should be carefully assessed, Such effects may include | eteral soil pressures on the wall subsequently approaching ‘at rostveluos, resulting in additional stress in the wall or anchorage, oF ie aiditional seaward dotlnetions. Copyrglt by the British Standards Institution Mor Tan 31 17.0528 2000 PART#2 68 MM Db24bL9 O1S0b3) 8 mm ‘Where hydraulic fils placed behind retaining walls, caro ‘hould bo token to cnaure that pockets of sft material do not form next to the wall, ‘Where quay walls are built on rock, with a rock face behind, ‘the total lateral pressure on the back of the wall may sometimes be conveniently reduced by replacing the lower part of te fill with in situ cone. The possibility of the wall subsequently moving avay fram the concrete allowing Water to enter the space betwean, has to be considered. Guidance on fll materials is given in 60.2.7 of BS 6349 : Part 1 : 1984, 2.3.3 Drainage and fi Drainage through quay walle to minimize tidal lag (soe 61.6 ‘of BS 6349 : Part 1 : 1984) usually takes the form of \Wweenholes or flap-alves. Some types of quay wall allow drainage through the wail at open joints. These should be sealed with a suitable filter to prevent loss of fil material Weepholes should be desianed to prevent los of fil ‘This can be achieved by using vertical slots whose width is less than the smallest sizeof stone inthe adjacant filter layer, Dosign of the weopholes should teke into account the posibility of blockage by marine growth, tn silctaven water, llay-valves should be provide preference to woepholes, to avoid blockage. The valves should be fixed just above low water lel to allow ‘maintenance. They are connected to a series of drains constructed behind the wall, Quay superstructures containing tll material, such as. rolfeving platforms and some types of gravity wall, should be provided with drains, such as ball valve sluleas to reduce excess hydrostatic pressures. The drains should be located above low water level to allow maintenance, and in such & vay that they cannot be damaged by vessels or floating debris. Drainage of backfill may be effected by pipework, gravel drains, drain fabric or use of a rubble backtill, Rubble is often ised behind mass concrete wals to reduce Iatoral pressures on the wall, Dut for other types ot wall t may be lunaccaptable owing to the high contact prestures which can ‘occur. filter is required between the rubble and the ‘general fil, A gravel backfill may be used instead: this should be designed asa filter to prevent general fil leaching Ine it Guidance on the design of filters fs given in roferonco (10). 2.3.4 Wave pressures on walls Quay walls are usualy built in sheltered waters. However, sheltered harbours may experienes lona period waves. In addition, passing vessals generate waves, although the period of such waves is generally too short to apply significent loads to a wall “The height, length and angle of approach of waves should be considered when assessing te total hydrostate pressure ‘or whioh the walls tobe dosignd: drawdown in tho wave ‘rough fe usually more important than pressure from the wave eres, At impermeable structures, the tidal lag should be incrastod to atleast half the wave height to represent aBSI BS*L349 PART#2 88 MM LL24L67 O1S0L32 7 mm ‘wave trough whoro a standing wave can ocout (s00 39.4 of BS 6349 : Fart 1 : 1984). At impermeable ettucturee with permeable backing, the effect of wave action gradually bulldina up water lovels in the backfill should be considered, “The effect of waves overtopping structures, such as break ‘water quays, should also be studied in relation to a possible boll up of water levels behind the wall face, 2.3.8 Scour protection ‘The offects of ships’ propellers and bow-thrusters, waves {nd currents on the stability ofthe seabed and any under- water slopes near structures should be caratully assaesed, Ships with variable-piteh propellers, perticularly ferries, may cause worse scour than those with conatant-piteh propellers. Whore scour is considered to be likely, protection, such as a ‘ubble anti-scour apron on the seabed, should be provided in front of quay walls and particularly at berths where vessos will enarally horth in the same position [11] ‘The sizeof rock protection for underwater slopes should bbe not less than that needed to resist tho wash of propellors nd bow-thrusters. It may be necessary to provide a filter between the rubble and the underlying material. ‘The effect on durability of the structure of natural bed ‘material and smal rock being disturbed by bow thrusters and throven against the structure should be considered, Further guidance on scour protection is given in clause 64 of BS 6949 : Part 1: 1984, 2.3.6 Impounded systems ‘At locations subject to large tidal rango, an enclosed fystam with acoess through rocks may be provided in order to reduce the water level varations atthe quay. The level ‘may either be maintained above the outside high water level atall times, by means of pumping, or may vary, for exemple ‘allowing for opening of the gates at high tides with a gradual fallin level between high waters due to Uve vpring/np ange, leakage and locking lossos Inthe latter case, ‘an estimate should be made of the lowest probable water level within the system during operating conditions and this should be used in earth pressure caloulations for the normal loading condition (eee 3.2.3.2), “The water level within an enclosed system may, however, bo raduced below the lowest probable normal water level {due to deliberate dravidown, accidental damage to the lock ‘gate, sabotage or possibla abandonment. The lowest water level on complete drawdown after accidental dennays to ‘gatas should, in the absence of special provisions for arresting the Flow, be taken as mean low water springs (LW). ‘The risk of an accidental drawdown will dopend on the hum of gates at the site, whether spare gates are avaiable ‘nd, if so, how readily they may be brought into service, ‘and on the water area of the system in relation to the ‘dimensions ofthe gates. For guidance on lock gates, reference should be made to BS 6349 : Part 3°. "to preparation, Copyright by the British Slandards Isittion Mor Tan 31 17.0529 2000 BS 6349 : Part 2 Section two 1988 In eseessng the risk that can be accopted, the consequences of drawdown should also be considered, These may include ‘ot only the cost of ropairs to quay walls and other port structures, but also losses and legal labilities to third partie. ‘The pore water pressura conditions resulting from drawdown, vill depend on the potential rete of drawdown (based on ‘the aroa of the enclosed basin rlative to the possible rate of ‘utfiow) and the soil conditions, 2.3.7 Temporary loads during construction Most quays end jetties willbe subjected to loading by construction plant before completion of the structure. ‘One example of such loading is heavy plant passing along the top of filled round bahind quayst a uniformly distributed load of at least 10 kIN/m? may be used to allow for this. Another common example is the use of bearing piles with temporary or incomplete decking to support plants the neture of these loads is gonerally mare critical and the partieular items of plant should be ‘considered carefully All maritime structures, with the exeaption of those built in the dry, willbe exposed during construction to loading by currents, waves and wind. The effect of these loads on bile that ae not retrained or anchored during construction reeds to be carafully astessec, Loading on retaining walls from hydraulic fil bolow the level of any drains through the wall mey be equivalent to ‘that due to @ fluid having the seme density asthe pumped imixturs oF water and suspended soils, until drainage hi effectively taken placa Ifthe structure is deflected by hydraulic fil, it may not be able to yiald sufficiently to allow the subsoquont development of active pressures, “The permanent design may then have to bo basod on an atrast nat presse, (Overall stability during construction shouldbe considered aswell as the strength of parts of the structure. 2.38 Earthquekes Most counties subjouied (o wartquakes pubis national design codes or rules to cover these loads, and reference should be made to these wherever possible (see clause 40, (of BS 6349 : Part 1 : 1984}. Earthquakes are generally assured to impart a horizontal ‘cover alion (othe structure and the adjacent and unceriying soil mass. There is en accompanying verticel acceleration which should also be considered, especially in tho case of ‘arth structures. The solzmic aecaleration epplies to each ‘mass of the structure and soil. Thus, in soil containing water, the combined mass of soil end water is accelerated, Earthquakes etfoct lateral soll pressures (resulting in highar active pressures and lower passive resistance), the stability ‘of slopes and the shear strength of the sol, particularly loose soils in which liquefaction may occur. Whore there Is 2 possibility of resonance, partioularly with high, elondor structures, the accslerstions used require very careful consideration,“BST BSxb344 BS 6349 : Part 2: 1988 Section two ‘Tho values of Imposed loading on structures and fll used for dosign conditions ro commonly reduced by up to 50% under earthquake conditions, depending on operational patterns. Detailed guidance on seismic resistant design is given elsewhere (12, 13, 14). 2.3.9 Paving and surface water drainage be designed in accordance mn In clause 63 of BS 6349 : Paving on areas of fill shoul with the recommendations Part 1: 1984. ‘The upper surfaces ofall quay aprons and jattes should be designed to allow rainwater and spray to drain away. In many cates it will be eufficiont to construct the upper surface with a suitable erossfall towards the edge of the structure. The crossfll mey be as high as 1:40 where ‘ifterential settlement i 2 be anticipated, and otherwise typically between 1:60 and 1:100, depending on type of surface, width of apron and usa Where drainage at the quay face could cause pollution of cor where the apron is very wide, surface water may tad to gullies or channels provided in the apron. At oll terminals kerbed areas will usually be required to contain all spillage, which may then be drained to a tank provid for this purpose Drainage should be provided to wheel slots in flush rail tracks, and to all duets, wenches, gallries and connection boxes for servis. 23.10 tee loading Structures to bo built in cold regions may need to be ‘atignad to resist or accommodate the loads imposed by ‘ce (5, 16). 2.11 Detaling Greater economies are generally made by aiming at simplicity of construction and robustness of design than by trying to reducn the quantities of materials in the stuctute by eomplicated dotells If n situ concrete is used within the tidal zane, members should be detailed so that the concrete can be easily placed and effectively compacted, For reinforced or prestressed concrate work inthe tidal zone, itis generally better to use precast units with the ‘minimum of in situ conerete conneotions. 24 Durability ye, To achieve their design life with the minimum ‘anos itis important that all structures be designed ign life of a structira is chosen to represent its Intended useful life, For guidance on the design lite PARTA2 88 MM L624bL9 0150633 1 ml Foferonce shouts be made to clause 16 of BS 6349 ; Part 1 1084, 243 Materials Materials should be chosen on the basis of their availability, ‘quality and suitability forthe particular project. In the UK, i wwould by unusual to hove @ site whare the chotee of aceess, However, in a ase for using locally using technology which is within the capability of the local plant and labour. 2.4 Corrosion and 2MAA General, Prove corrosion will depend upon the exposure zone: in general ‘our exposure zones with differing corrosion conditions need to be considered: (0) ombeddee! {b) continuously immersed: (0) intervie and splash; (4) atmospheric. Reforonca chould bo made to clause 69 of BS 6210 : 1084 for a discussion on the most common measures adopted. ‘The danger of corrosion is usually greatest nd splash zone, where alternate wetting and drying of tho surface occurs. Undor i ‘the splash zone is more severe tham in the intertidal zona and soparato considaration may bo necossary. 24.8.2 Stoel corrosion. The intertidal and splash zone may be considered as two seperate zones when estimating the corrosion rates ot structural stl (soe taplo 22 of BS 6349 : Part 1 : 1984). However, itis generally not practicable to vary the section sizes or to provide differant protective systome within the zone, 24.4.3 Concrete and crack control. tis not normal to vary the quality of concrete in the different zones but the ‘maximum allowable erack widths may need to be reduced ithe intertidal and splash zone. AL the servicubility I state, orack widths anywhere in the structure should be Timitad In accordance with BS 8110 : Part 2 to a maximum (of 0.3 mm. In the intertidal and solash zones or other areas where creck control i considered important, erack widths should be restrioted in accordance withthe resemmenda tions of BS 5400 : Part 4 and BS 5337. For massive structures in which stresses are low and only nominal reinforcement is provided, erack widths may not be important [16] Howaver, in hot, ard climates, mass wonerele quay walls may need to be designed with a higher coment content in the splash zone to reduce surfece degradation. In continuous in situ conerete superstructures that are partly submergod or that are continuously supported on submerged retaining wel, differential shrinkage cracks should be avoided by earaful detailing 10 opyPREE by The HANEY Standards TasOROton Mor fan 31 17 1 2000“BST BSxL349 The provision of a waterproof membrane to minimize the affects of de-icing salts on docks in areas subject to treezing conditions should also be considered. The membrane should be protected by a wearing course 24.5 Maintenance [ocause most parts of a maritime structure are underwater ‘oF underground, maintenanoe inspections are very difficult. Intertidal zones are exposed for short pariods of time and inspection is impeded by marine growth and oily deposits ‘om the structure, Underwater zones have to be inspacted by ‘aciver and, as well asthe problem of marine growth, there ‘may bo limited visibility and probloms of communication betwen the diver and the engineer. Even inspection of tteas above the tidal zona, such as the soffit of a susponded slab, can be difficult if they can only be reached from = bboet or floating platform at a particular state of Ue tle, ‘Access for inspections and maintenance work under suspended eleeks may ba facilitated by the provision of ‘occasional permanent fixings on piles and deck soffits ‘to enable small boats to be moored and staging to bo supported, For major trestie structures, @ permanent aocess structure for maintenance work may be required, li may be necorsary to take a facility aut of eorvice during maintenance, in which case the loss of revenue may be substantial. Each design should be assessed on its own metits ‘and the design should be appropriate to the maintenance capebility ofthe user. However, whore this capability is not ‘steblished, it should be assumed in all desians that there Will be no regular maintenance of the structure except for ‘thoso areas easly accessible from land, |Whon construction requires specilizea plant, the same plant may be required to carry out remedial works. ‘The availability of the plant should be a consideration when ‘8 dosin includes planned maintenance, 25 Services and equipment 25.1 Structural considerations Requirements forthe provision of services and equipment fon the berth should be fully considered and finalized at the earliest possible stage. The support system for gantry eranes and other mechanical handling plant may dictate the geometry of the berth structure. Consideration should be given to differential movement of crane ral tracks, If change in track centres is possible, caused, for example, by wall movements or lateral whee loads, a strut/tie member should usually Be provided between the track foundations. Differontil vertical movement at structural joints may be accommodated ‘by providing ashort transition support to the rail. In critical cases, provision for future adjustment of ral levels should be built into the track, The depth recuired for flask fixing of therall track inthe deck is also significant when choosing between different forms of construction. The racommende ‘ons given in clause 64 of BS 6349 : Part 1: 1084 and $5744 should be taken into account in the design of, crane rail tracks Trenches for power supplies to heavy leaquipment may be required, Copyright Dy Tie BA SlandardsInsittion Mor Tan 31 170531 2000 " PART*2 68 MM Ub24bb4 O1S0b34 3 mm BS 6349 : Part 2: 1988 Section two Services can be supported above the untrefficked areas of Jetty decks but at a quay they should either be slung under the deck or accommodated within its structural depth, Because thoy would be exposad to a corrosive environment under the deck, itis more usual to put them within the body of the structure, Whera there ara a number of services, the depth required ean be considerable es Its inevitable ‘that the service lines will have to cross. These cross-over points and the outlet points may influence the structural ‘design. A sorviees gallery, with full height headroom for ‘access, is often an acceptable solution, 28.2 Services Depending on the berth usage, provision should ba maria {for some or all of tho following services for vessels {a} fresh water; () salt water; {6} chilled water; (4) st2am; (6) bunkering ot (8 compressed air; (6) electrical power; (h) telephone (0 sewerage; () specialist gases Fresh water supply is commonly arranged at metered hhydrant pls spaced 60m xo 100 m intervals along the cope. Water should alto he available for firefighting purpacos, Fresh wator does least damage to cargo, but may bo ‘expensive and sea water can be used instead. One method is ‘0 lay adry main system, which is lett empty, to be charged with salt water in an emergoncy, by cithore fixed or mobile ‘pump installation. For e more effective system, pressure charged mains and automatie pumps for Instant uso may be ‘provided. This shore-based fire emergency system may be augmented by provision of Tre-fighting equipment om ag Consideration should be given to providing sdequate means of aecass for firefighting sreviont to all ares [At some ports there isa demand for the bunkering of ships. “The alternative to sing a fuelling barge or setting asido a special fuel berth isto provide a fuel supply atthe berth, According to the classes of vessel expected, fuel oll, marine 428 oll, marine deol oll and intormediator may be required. Fuel hyorants served by buried pipelines should be provided at convenient locations, Blending valves may be needed and ‘maximum and minimum supplying ates should be spectied. Pits and duets may have to accommodate trace heating to prevent colidficstion of some liquids ‘The provision of electrical outlets for one or more systems ‘of electrical power may be reauired at all berths. Ship-to-shore telephone points should usually be provided ich berth, preferably near either end to be conveniently placed for the ships superstructures, ‘The other services listed above are roquired only at a fow borthe, euoh ae thote used for fitting out vessels.BSI 8S#6349 BS 6349 ; Part 2: 1988 Section two Allowance should be made in service runs for differential movernent of sectlons ofa structure or between the structure end the fil, by the provision of articulated or sliding joints. Guidance on earthing and bonding, and on fretighting equipment, at marine oil terminals is given elsewhere (17) 2.8.3 Equipment Provision should be made for mooring dovicos, such as bollards, capstan, fairleads and mooring hooks, and for lifesaving equipment and safety ladders. Where nacessary, the following facilities should be provide (@) cranes and mechanical handling equipment; (0) crane or raiway tracks/wheel stops or butfers/ storm anchors: w PART*2 88 MM 124669 O1S0b35 5 mm (6) are lighting; (€) navigation lights; (c) firefighting equipment (foam and/or water); (8) mooring rings and/or posts for smal raft; (a) safety rilingheerbs; (h) access stairways: (i inspection and acoess openings; (i) cathodic protection (impressed current transformers); (k) vessel approach aids Detailed minimum equipment raquiremants for berth steuetures are glven In ference [7]. Comoliance with ‘thor local regulations, if any, should aleo be checked Dy The Beish STandands ston 1705-2 2000BSI BS*6345 PART? 88 MM LL24L69 OLSOL3b 7 mm BS 6349 : Part 2: 1988 Section three Section three. Loading considerations for quays and jetties 3.1 Design methods 3.1.1 Goneral ‘There is @ strona argument for the use of limit state design for quay walls and jetties, because the wide varity of different forms af eanstnction which could be Used do nat hhave consistent margins of safoty agains failure if designed for workingstresses. In some cases, such as relioving platform sructutes oF piled structures comprising raking pile loaded in compression by a heavy conerete capping and unable to resist tonsion, safoty marains may bo very small, Limit state methods are, however, not generally used in British codes of practice for the design of foundations and carth-retaining structures. To be consistent with existing codes itis, therefore, necessary to treat the design of the superstructure separately from those elements of the structure providing support or retaining soil During this transition stage in design when there is no unified "approach to the design of the elements ofa structure Ici necessary to consider very carafully the loads imposad on the structure and to ensure that the anpropriat factors a applied to them. The worst credible load combinations should be examined and the sensitivity of the design to ‘hangoein led combination checked. Tho probable mode and consequences of failure of the structure should be ascertained 3.1.2 Earth-retaining structures Roferencs should be made to 86 8002" for gener on the design of earth-etaining structures. Roinforced and prestressed concrete sections in retainina walls should be analysed by either limit state or working stress methods. Stee! and timber sections are analysed by working stress methods, elthougl init state enelysis ny ‘ako be used for ste guidance 3.1.3 Foundations Reference should be made to BS 8004 for general guidance ‘the design of founlaions, for both gravity and piled structures “The bearing capacity of the soil ie expressed as the ultimate bering capacity divided by a suitable factor of safoty, In accordanea with BS 8004, to tako into account the Settlement expected and the ability of the structure to take up this settlement. The loads applied to the foundation should be multiplied by 2 partial factor of 1.0 whan calculating the loading intensity under the foundation, Reinforced and prestressed concrete sections in the foundation are analysed by limit state methods. Stee! and ‘timber seetions are analysed by working stress methods, although limit state analysis may aleo be uted for stele 3.1.4 Susponded decks For suspended decks, the analysis should be based on limit state codes, such as BS 5400, where the deck isin concrete for stael. For timbar, It le nocozzary to adopt unfactored Toads and design to permissible working stresses, 1m proparation. Copyright by The Bash STandarasTstittion Mor Tan 31 17°05:39 2000 13 32 Loads 3.2.1 General Reference should be made to section five of BS 6349 : Pert 1 : 1984 for the loads end soll pressures and to suction ‘i af BS 6240 « Part 1 : 1984 for tha hydrostatie foress to Which a maritime structure is subjected. For fendering and mooring systems, reference should be mado to BS 6349 Parca, Loads can be grouped under the general headings given | 3.22 for tho Initial dezign but fe may bo necessary to consider the loads within a group separately when they are unusual or of particular significance 3.22 Types of load 3.22.1 Dead food. The dead load is the effective weight of the structural elements ofthe structure. For some design analyzer it may ba preferable to consider the weight of the laments in air and to treat the uplift duo to hydrostatic ‘forces soparstely. This may be particularly important when ‘considering the ettect ot artesian water, 9.22.2 Superimposed dead load. The superimposed dead toad is the weight of all materials forming loads on the structure that ere not structural elements. Typical examples are the fill matorial on a reliavina platform, surfacing, fixed oquipmont tor cargo handling and quay furniture. The sel ‘weight of large, slow-moving eranes on fixed tracks, such as container cranes, may be Included inthis eategory. In any analysis he effect of removing the superimposed dec! lone has to be considered, sinen it may eliminish the ‘overall stability or diminish the relieving offect on another part of the structure. 3.2.2.3 Live foods. Live loads ere subdivided in 47.2 of BS 6349 : Part 1: 1984 into the following catagories: (2) eyctie; () impulsive; (6) random; (4) stati and long-term eyclic. “The trst threo catagorios are dynamic loads and it may be rocossary to consider them separately to calculate the response ofthe structure Cyclic and random loads are mostly environmental but cyclic loading ean be caused by vibrations from trafic or machinery, ‘The position and combinations of the live static and long ‘erm eyelie loads should be chosen so that thelr damaging cffect on the structure is the mast severe. 82.2.4 Soil and differentia! water loads. Soil and differential water loads are the dominant loads affecting the stability ofan earth-retaining structure. The disturbing ‘orees are affected by the surcharge and live loads on the reteined soit.BSI BS#b344 BS 6349; Part 2: Section threo 1988 32.25 Environmental foads, Because of their long term reture, cnviconmantal loods,suoh a2 the effects of anow, ies, temparature, current, tide and time-averaged wind, are not considered at dynamic loads. Cyclic loads are induced! by regular wave train and vortex shedding in steady currents. Wave slam forces ae considered ‘as impulsive lows, while random loads include direct wave loads, wave-induced loads, seismic loading and turbulent wind loads 3.2.3 Load combinations for overall stability, 3.2.3.1 Gonoral. The loading conditions given in 3.2.3.2 10 32.3.4 should not be considered as oxclusive, and any ‘other aritoal conditione which might pozzibly eeaur chould also be analysed, Although some combinations of loads ara mutually ‘exclusive, the probability of two or more large loads being applied to the structure simultaneously should be assessed. Depending on tho consequancas of failure, in most cases, Iwill not be economic to design forthe simultaneous application ofall possible extreme loads. However, where ‘there is @ very low probability that two large toads will ‘occur simultaneously, the structure mey be analysed using recluced Factore of safety 3.2.3.2 Normal fosding conditions. Normal loading refers ‘tevany combination of londs that may rensonahly be ‘expected to occur during the design life ofthe structure, ‘atsoclatad with normal operating conditions. This should Include any foreseeable modirications to the sructure, dradaed doth, “The maximum normal value of each type of load described in 3.2.2 should be considered in combination, having regard ‘to tho provisions of 3.2.3.1. Examples of normal loading conditions are: (e) overdrudging of seabed whthin specified tolerances; (6) increase in hydrostatic head due to drawdown in an Impounded basin aecurring during planned inspections at Incervals not exceeding 1 year; {c) water levels inthe tide range mean high water springs (MHS) to mean Low water springs (MLWS}; {6} environmental loads thet generally have a return Period of 1 year or that impose restotions on port ‘operations, but excluding earthquakes and tsunamis earthworks, paving, storage patterns, handling equipment or *Thove factors willbe Included by amendment in clause 44 of BS 6540 : Part 1 4 PART#2 68 MM DE24GL9 OLS0L37 4 a (e) normal berthing operations as described in BS 6349 Pad, (f) loads derived from average soil properties in secordanes with 88 8002; (q) loads due to containers, using diversification factors* for stacks more than one container high, 3.2.3.3 Extrame loading conditions. Extreme loading refers to any combination of loads that may be oxpected to occur during the design life ofthe structure, ssociatod with the most sovers credible loed thet eould physically be appli excluding accidental losds, such a that due t0 an uncon: olled berthing. ‘The likelihood of more than one extreme load occurring at any time should be assessed. Tha seeondary effects of such 4 load on other types of load, for example, the offect on. toil proportioe of earthauakoe or flooding, should be catofully considered. However, the possibility of long term changes in conditions, such es daterioration of drainage 4ystame, which could apply during application of the most credible load, should also be considered, Examples of extreme loading conditions are (6) deepening of the szabed due to scour; (6) an increase in the hydrostatic head duc to draevdawn In an impounded basin oocurring aa result of aceational inspections or accidental damage to gater; (c) astronomicel water levels outside the tide range for normal loading canditio {@) environmental loads with return period equal to ‘tho design life of the structura; {e) abnormal becthing operations, as deseribed In BS 6949 : Part 4; (f) Ioads derived from the upper or lower quartile of soil properties, whichever isthe more savers; (g) loads due to containers without the uso of diversifice tion Factors; (h) earthquakes and tsunamis (see also 2.3.8 for the assocleted reduction in ive logding), 32.3.4 Temporary loading during construction, The loads at may be expected to be apple ac each stage of ‘construction should be earefully considered {sue also 2.3.7). 1904, opyrahit. by The Bish Standards TasOROton Mor fan 31 17 M2000PARTA2 88 MM LL24LL9 OLSOb35 O mm BSI BS*L349 BS 6349 : Part 2: 1988 Section four Section four. Sheet walls in quay and jetty construction 41 General “The design of sheot walls is covered generally in BS 8002, ‘which should be used in eonjunction with this section, NOTE, cota wale det sheet piled and doubl-wall structures ee not shost in 1.2.8 nd ae covered in sation ive. ‘Shot wall structures can be divided into three groups: (2) anchored single-wall (including propped singlowall structures); (6) cantilavered tingle-wal; (6) single-wall with relieving platform. “The distribution of earth pressure and resistance of these structures depends on the typo end flexibility of dhe structure as well as on the nature of the soil, This inter: dependence also applies to surcharge lords. The sequence of construction of shest walls Isa major design considoration (see also 4.17). ‘The following structural forms may be used in sheet walls (1) sheet piles; (2) in situ concrete plied we (9) diaphragm was; (4) solder pits and stein 42 Suitability Sheot wall structures aro moet euitable when the ground blow dredged level is of medium or dense granular soil ‘or firm to stiff cohesive soll Idectly, the ground above dredged level at the time of installation ofthe wall should also be one of these types. ‘Shoot walle may be uzod in weak soil but, ft may be mor ‘economical where weak soil lies bolow dredged level to replace the soil with sand bofore wall construction to avoid ‘te large penetration required for stability. Ifthe depth of soft clay Is very groat, a shoet well may be unsultable and nother form of construction. such as a suspended daeke structure (see section six), should be used instead, Where the soabod is mainly of rock, pretreatment of the bed or pile toe may be necessary to allow sheet piles ta be used. Sheot walls re suitable for use fn quays in impound besins where a cutoff is required, Thay oen also be used to {form a temporary cut-off or cofferdam for the construction of an in situ conerete gravity wall. The sheet wall may be ‘incorporated into the pormanent structure. Sheet walls may be used where itis required to increase the ddopth of water in front of an existing structure. This form ‘of construction i espocially suitable where the seaward displacement of the berth face is to be kept to @ minimum, 43 Types of structure 4.3.1 Anchored (or propped) single-wall Resistance to active pressure from the rotaned soil is provided by the bending stength of the sneet wall, whieh spans verticelly between anchors (or props) at one or more levels, and the distributed lateral resisting pressure on the lower embedded part ofthe sheot wall, where passive soil ‘sistance ie avaliable. Figuros 1(a) and 1(b) show exemplos ‘of walls with one and two tie levels, respectively. ‘Anchorages mey be limited to asinale level at or above MEWS because of the difficulty in installing anchors and ‘walings below MLWS or at some intortidal evel. They thould be loosted ot aufficiant depth to allow unclergrounsd ices ta run shove them. Wills with a substantial cantlover above tie level may Fequire auxiliary ti-backs to the top. These may be connected to the main enchorage oF to a separate anchorage (ove figure 1(2). 43.2 Camtilovered singleow Cantilevered singlevall construction is limited to love rotaining walls, generally with e retained height of soil of Jess than 5 m, since resistance 10 active pressure of the fetained soil is provided only by the passive resistance of the embedded portion of tha piles (see figure 2). The soit yiokis in mobilizing this resistance, with consequent large deflection of tho tops of the piles. 4.3.3 Sheot wall with relieving A shoot walt with relieving platform Is applicable where soils are week andor a greater height of walls required. “Two basic types of reliovad wall may be provided, as follows. (2) Figure 3(a} shows the most common form of relieved wall in which the relfoving platform is constructed ‘bohina the sheot wall on oxisting or filled ground, To achieve maximum relief of lateral pressures on the wall the width of the platform should be such that its rear edge intersects the failure plane of the soil, nd the platform built as low as practicable. (©) Figure 3{b) shows a variant in which diaphragm, walling is used both for the shoct wall and as an alternative to the hearing plas The transverse diaphragm walling may be continuous or in the form of barrettes (see also 6.7.4.3). Ground anchors should be used where ‘the overturning resltance Is insufficient latform Lateral prossure on the sheet wall may be further reduced by sloping the ground under the platform or by taking advantage of an existing slope (sb figure 3(o)). “The sheet wall may either extond to cope level, or may be stoppod off at tho platform level and a reinforced concrete retaining wall built up from the pletform slab to cope level. ‘Te vertical loads are supported by the shect wall and the bearing piles. The raking piles or diaphragm wall elements pravide a rgid anchorage to the shect wall, uplift force boing reduced by the load from the platform. Where it is desied to reduce the vertical soil load on the wall, the pletform may De dosigned as a partially notlow reinforced concrete section (see figure 3td)). 18 Copyright by Te Batis STandards Isittion Mor fan 31 17 5 2000BSI BS¥L349 PART#2 88 MM Ub24bE9 O1SOL37 2 mm BS 6349 : Part 2: 1988 Section four P= Steel sheet iting POG VARA Level of oredged level ~ Stost cheat pling risnal bed e redged level RN ‘Source: Botin& Partners Naonal Pots Council la) Anenored sngl-wat HWS _—~ Sheet piles Sa = Muws Y—_|| 4 ——— Line of existing gone Steel box ing ples 4 kd ~ Steel sheet piles Source: Pestord, Poy & Partners/Netionl Ports Courel [b) Doubloanchored wall Figure 1. Anchored sheet wall structures 16 (Copyright by The Bash STandaras Tstoion Mor Tan 31 17.05:96 2‘BST BS*b347 PART#2 88 MM LE24GL9 OLSOL40 4 mm BS 6349 : Part 2: 1988 Section four ~ alin Reinforces concrete . slabs Bed level sheet ping Source: SACILON, Free, (cal hax tebaok 1 fconetudea) ROR IRB LCOE HAWS [—— sheet piling Mus = Deeded lng —~ Weephole Figure 2. Cantilevored shoot wal structure "7 Copyright by the British Slandards Isittion“BST BSKL349 PART#2 68 MM DG24Eb9 OLSUG4) O mm BS 6349 : Part 2: 1988 Section four Reinforced concrete ratiaving platform \ ade-up ground Existing ground Reinforced | level level concrete Counterforts// ap MiWsy __| \ Sheet-pited wall 13 Dredged tevel_ yy Bearing “ piles Source: Brith Stee Coroertion, Seunthorpe, (0) Platform on bearing water fj ° ; levelt__hi 7 tae Reinforced concrete Ciaphragm rolinving plattora sheet wall =~ Diaphragm wall ~ counterfor? Dredged level, TRG Source: 1COS (Groat Brits) Lid (6) Platform on dlnphraam wall supports Figure 3. Shoot walls with relieving platform ww ‘Copprghe by The BAD STandares TstToion Mor Tan 31 17.05:36 2BSI BS¥b349 PARTA2 88 MM De24Lb9 C1SOL42 2 mm BS 6349 : Part 2: 1988 Section four Reinforced concrete rallaving platform \ Existing groun level / Countertrts / / Made-up ground Reinforced concrete cap \_ ia Weephotes MWS YR, concrete piles Sheet-pited_, | walt Dredged level MHWs Steel sheet piled walt Dredged level y Double interiocking Hepiles Source: Rotterdam Publi Works Adin (National Ports Counc (4) Bator wall with pata hollow pltform Figure 3 concluded) Copyright by Tie Bish Slandards Isittion Mor Tan 31 1705:39 20BSI BS*b349 BS 6349 : Part 2: 1988 Section four 44 Types of sheet wall AAA Goneral Reference should be made to BS 8002 for detalled ecommendations for each type of sheet wall and to 61.3, of BS 6349 : Part 1 : 1984 for general considerations regarding choet ples. 44.2 Shoots 44.2.1 Timber, Timber sheet piles may provide an ‘economical wall for moderate heights of retained materiel and where driving conditions are not too severe. Examples ‘of sutable applications are bulkhead walls behind suspended ‘docks and queys for small erat. Most timbers require protective treatment against rot and marine borers: soe 60.2 ‘of BS 6310 : Part 1: 1084, Rubbing etripe should be provided where abrasion is expected. ‘The joints between timber sheet piles are not generally tight, 0 the joint shoul be choson with cere if driving in existing ground where retained material could escape. ‘Typical joint arrsngements are shoven in figure 4. led walls 44.22 Concrete. Concrete sheet piles may be used for the conseruction of walls of maderate height and where diving isnot too hard. The penetration required may have to be 1975 a a 1 SSS a Straight-tongued jointing Made up section trom planks Al iandions ae in iit. Figure 4, Timber sheet piles: typical joint arrangements PART#2 88 MM Db24bb9 OLSOL43 4 mm achieved by pre-boring or jatting. in rock, the piles may be Installed ina tronics backfilled with concrete, “The main advantage of properly designed concrete sheot piles Is their durability, although the concrete mix may hhave to bo modified if send abrasion is expected. Sheet piles ‘may also be used to advantago whan heevy vertical foads aro ‘0 be carried, sine they will reduce the tension due to bending ofthe pls. However, th weight of the sheet piles, ‘ta care reauirad durina handling the difficulty of formina ‘extunsions and the ususlly poo interlock at joins are all factors that in many casos will dictate ogainst thelr use. If thore isa danger of lose of material, the joints may be sealed by providing a filter behind the wall or grouting after driving. A typical joint arrangement is shown in figure 6. Prestressed piles should generslly be used in preference to reinforced concrete to save weight and to produce a more ceeunuinival desig They ere more durable, stronger in ‘bonding and bettor able to resist tension sot up during handling, driving or inservice ‘Where abresion due to floating fenders is {quality should bo soloctod accordinaly, “The construction tolerances given in 6.13 may be applied to ‘concrete sheet piles. oly, the concrete Chamfer-tongued jointing ZIBEZIN Prenoson 20 (Copyright by Uhe British STandardsTesitotion Mor fan 31 17 2000