On Course Pianc 143 Final - Jul 2011

143 JULY
JUILLET 2011
ON COURSE
PIANC E-Magazine
Theoretichal and Experimental Investigation

on Underwater Water Ground Anchor
Barbados Screwdock update
Container Terminal Capacity:
new formula for the area required
News from the Navigation Community

The World Association for Waterborne Transport Infrastructure
Association Mondiale pour les infrastructures de Transport Maritimes et Fluviales
PIANC E-Magazine n° 143, July/juillet 2011
PIANC’S PLATINUM PARTNERS

PIANC ‘ Setting the Course’
‘ Garder le cap’
ON COURSE
PIANC E-Magazine
143 J U L Y
JUILLET 2011
Responsible Editor / Editeur responsable :
Mr. Louis VAN SCHEL

Boulevard du Roi Albert II 20, B 3
B-1000 Bruxelles
ISBN: 978-2-87223-170-6 EAN: 9782872231706
All copyrights reserved © Tous droits de reproduction réservés

E-MAGAZINE N° 143 - 2011
TABLE OF CONTENTS TABLE DES MATIERES

Message of the President 6 Message du Président
Maurizio Lenzi, Leonello Sciacca, Fausto Valmori, 11 Maurizio Lenzi, Leonello Sciacca, Fausto Valmori,
Cesare Melegari, Fabio Maletti, Paola Campana, Cesare Melegari, Fabio Maletti, Paola Campana,
Vincenzo Padovani, Theoretical and Experimental In- Vincenzo Padovani, Recherche théorique et expéri-
vestigation on Underwater Water Ground Anchor mentale sur les ancrages géotechniques sous eau
Keith Mackie, Barbados Screwdock Update 31 Keith Mackie, Cale de radoub à vis
à la Barbade-actualisation
Maria Alejandra Gómez Paz, Container Terminal Ca- 39 Maria Alejandra Gómez Paz, Capacité d’un
pacity: New Formula for the Area Required terminal à conteneurs: nouvelle formule de
détermination de la surface nécessaire

News from the navigation community 57 Des nouvelles du monde de la navigation
Cover picture:
Alignment of the tie rod with the project axis
and detail of the U.W.A. unit.
Photo de couverture:
Alignement du tirant avec l’axe du projet et
le détail de l’élément UWA
5 PIANC E-Magazine n° 143, July/juillet 2011

MESSAGE OF THE PRESIDENT
Dear Colleagues,
It is a great honour for me to have been elected as President of our World Association: every day in-
deed, I take into consideration what this election within our more than centenarian Association means
as a commitment and service to the benefi t of all our members. I especially thank you for the trust you
placed in me and I can guarantee you that I will do my very best to try to deserve this trust throughout
the whole period of my mandate being convinced that I can form a new team with Louis that will be able
to face the new challenges that will present themselves in the coming four years. Of course I also rely
both on the four Vice-Presidents and on the other candidates who presented themselves to become
President to support our team in managing our Association.
In his editorial in the previous Magazine, Eric Van den Eede already illustrated this year’s highlights for
our Association, among which the Annual General Assembly, which took place in Berlin on May 17 in
this capital of which the recent urbanisation benefi ts at the same time from the works of the River Spree,
which we were able to admire, as from the very successful architectural perspectives that we could dis-
cover. This year’s AGA was followed by a very interesting technical seminar and some technical visits to
two very innovative achievements in the fi eld of inland navigation: the Waterway Cross Magdeburg and
the Ship Lift Niederfi now, two construction works that go hand in hand with one of the biggest projects
of the German reunifi cation, which consists of connecting the Mittellandkanal and the Elbe-Havel Canal
at the west of Berlin. We would like to thank our German colleagues, as well as the German Minister
of Transport, Peter Ramsauer, who gave us a detailed description of the importance of these port and
inland navigation projects in Germany, as well as of their environmental concern.
Thanks to Eric, assisted in such a great way by Louis, whom we need to thank very much for their
commitment during twelve years for the benefi t of PIANC, our Association developed itself in three
directions: it has strengthened its position towards countries like China, India, the countries around the
Mekong, Iran, as well as South America, in particular Brazil, that will host the next PIANC-COPEDEC
Conference in 2016, as well as Argentina. It has also managed to integrate the growing environmental
concerns due to a global growth in population by introducing the concept of ‘Working with Nature’, which
shows the obtained equilibrium, both locally and globally, between objectives of economic development
and the integration of local environmental particularities, in which fi ghting the effects of climate change
represents the most known aspect. And fi nally, PIANC has entered the era of electronic publications
without any diffi culties.
PIANC E-Magazine n° 143, July/juillet 2011 6

From my side, I am deeply convinced that the future dynamics of our navigation will present us the op-
portunity to expand our knowledge over three solid ‘masts’:
- make sure that PIANC is mentioned every time new infrastructure is designed or realised, like it is
the case for Panama, the Seine-Scheldt connection, the works on the Yangtzee or, why not one
day, the new Bosphorus channel.
- advise the political world in order to show it how in other parts of the world successful agreements
of economical and environmental objectives have been obtained.
- always make sure to update and enrich our knowledge, taking into account the possible scientific
or technological progress, as well as lessons learnt like it has been the case after the terrible
earthquake followed by the devastating tsunamis in Japan, where many of us have witnessed
the empathy of our Japanese colleagues in their efforts of trying to save and reconstruct what
was left.
In order to allow myself to get to know better your demands and to gather your advice and proposals
for the future of PIANC, I have asked the General Secretariat to create a blog where we will be able to
exchange thoughts to see which initiatives and actions we can undertake to set the course for our As-
sociation.
Geoffroy Caude
President

MESSAGE DU PRéSIDENT
Très chers collègues,
C’est un grand honneur qui m’a été fait que d’avoir été élu président de notre association mondiale:
chaque jour en effet, je mesure davantage ce que cette élection au sein de notre association plus
que centenaire comporte comme engagement et comme esprit de service au bénéfice de tous nos
adhérents. Je vous remercie tout spécialement de la confiance que vous m’avez témoignée et puis
vous assurer que je mettrai tout en œuvre pour essayer de mériter votre confiance tout au long de ce
mandat, en ne doutant pas un seul instant de pouvoir constituer avec Louis un nouveau tandem rompu
aux nouveaux enjeux qui vont se présenter dans les quatre années à venir. Et je compte bien aussi bien
sur les quatre vice-présidents que sur les autres candidats pour appuyer notre nouvelle équipe dans
le pilotage de notre association.
Dans son éditorial de la revue précédente, Eric Van den Eede a dessiné les principaux temps forts de
l’AIPCN pour cette année: parmi ceux-ci, l’assemblée générale annuelle de notre association qui s’est
déroulée à Berlin, le 17 mai, au sein de cette capitale dont l’urbanisation récente bénéficie à la fois des
aménagements de la Spree que nous avons pu admirer et de perspectives architecturales fort réussies
que nous avons pu y découvrir. Cette AGA a été suivie d’un séminaire technique extrêmement pas-
sionnant et de visites techniques des deux grandes réalisations particulièrement innovantes que sont
pour la navigation fluviale la croix de Magdebourg et l’ascenseur à bateaux de Niederfinow, ouvrages
qui accompagnent l’un des projets majeurs de la réunification allemande, qui consiste à relier le Mittel-
landkanal et le canal Elbe-Havel, à l’ouest de Berlin. Que nos collègues allemands en soient remerciés
et témoignent de notre gratitude auprès du Ministre allemand des transports, Peter Ramsauer, qui nous
a brossé un tableau si pénétrant de l’importance des projets portuaires et fluviaux en Allemagne et de
la qualité de leur insertion environnementale.
Grâce à Eric, si bien secondé par Louis, que nous pouvons remercier bien vivement de leur implication
sans failles de douze années au profit de l’AIPCN, notre association s’est développée dans trois direc-
tions: elle s’est confortée notamment en Chine, en Inde, dans les pays riverains du Mékong, en Iran
et en Amérique du Sud, notamment au Brésil, qui accueillera la prochaine conférence COPEDEC en
2016 et en Argentine. Elle a su intégrer les préoccupations croissantes qui résultent de la croissance de
la population mondiale en matière d’environnement, en parvenant à imposer le concept ‘Œuvrer avec
la nature’, qui témoigne de l’équilibre obtenu localement entre objectifs de développement économique
et intégration de spécificités environnementales locales et aussi au plan global dont la lutte contre les
effets du changement climatique représente l’aspect le plus médiatisé. Elle est passée sans difficultés
aussi à l’ère des publications électroniques.

Pour ma part, j’ai la conviction intime que la dynamique future de notre navigation nous donnera
l’occasion de déployer toute notre toile autour de trois mâts solides:
- faire en sorte qu’on parle de l’AIPCN chaque fois que se conçoivent ou se réalisent de nouvelles
infrastructures, comme à Panama, pour la liaison fluviale Seine-Escaut, pour les aménagements
du Yang Tsé ou pourquoi pas un jour pour le nouveau canal du Bosphore
- conseiller le monde politique pour lui montrer comment dans d’autres parties du monde des con-
ciliations réussies d’objectifs économiques et environnementaux ont été atteints
- veiller sans cesse à actualiser et à enrichir nos connaissances pour tenir compte des avancées
scientifiques ou technologiques quand elles existent et des retours d’expérience comme cela a
pu être par exemple le cas, après le terrible séisme suivi de tsunamis ravageurs au Japon, où
nombre d’entre nous ont pu témoigner à leurs collègues japonais de toute leur empathie dans
l’effort de sauvetage et de reconstruction qui se poursuit.
Afin de me permettre de mieux connaître vos demandes et de recueillir votre avis et vos propositions
pour l’avenir de notre association, j’ai demandé au secrétariat général à Bruxelles de préparer un blog
où nous pourrions échanger ensemble pour déterminer quelles initiatives et quelles actions nous de-
vons prendre pour infléchir ou accélérer le rythme de notre parcours.
Geoffroy Caude
Président

THEORETICHAL AND EXPERIMENTAL INVESTIGATION
ON UNDERWATER WATER GROUND ANCHOR
by
MAURIZIO LENZI LEONELLO SCIACCA
ACMAR SAPIR Engineering

Ravenna Ravenna
E-mail: maurizio.lenzi@acmar.it E-mail: lsciacca@sapir.it

Website: http://www.acmar.it Website: http://www.sapireng.it
FAUSTO VALMORI CESARE MELEGARI
SAPIR Engineering TECNIWELL

Ravenna Piacenza
E-mail: fvalmori@sapireng.it E-mail: info@tecniwell.com

Website: http://www.sapireng.it Website: http://www.tecniwell.com
FABIO MALETTI PAOLA CAMPANA
Port Authority of Ravenna Studio CAMPANA

Forli’
E-mail: info@port.ravenna.it E-mail: paola.geotech@libero.it

Website: http://www.port.ravenna.it Website: http://www.acmar.it
VINCENZO PADOVANI
Studio Padovani, Ravenna
E-mail: vinpadra@virgilio.it
KEY WORDS necessary for guaranteeing the ongoing operability

of the wharves in the face of a continual increase
Underwater Anchors, Wharf Deepening, Soil- in traffi c and in the tonnages of merchant and
Anchors Interaction, Field Test, Jet Grouting cruise ships. Hence, it is now standard practice
that ports’ regulatory plans provide for harbours
to be dredged to signifi cant depths compared to
MOTS-CLEFS mean sea level, in the order of 12.00 m for existing
berths and 15.00 m for new wharf construction.
Ancrages sous eau, approfondissement de quai,
interaction sol-ancrage, essais de terrain, jet Within this context, SAPIR Engineering, commis-
grouting sioned by the Ravenna Port Authority, has drawn
up a project to deepen the harbour bottom of the
1. INTRODUCTION wharves of the SAPIR Terminal and of the neigh-
bouring docks to a depth of 12.00 m, identifying the
In a port environment, the deepening of harbours structural reinforcement of the existing wharves by
is increasingly becoming a priority requirement, means of deep underwater tie rods as analternative

solution to the installation of new sheet piles. This tion, monitoring and testing of underwater tie rods
solution actually makes it possible to insert addi- carried out with Tecniwell U.W.A. technology, the
tional constraints in the areas where the stress in acronym standing for ‘Underwater Anchors’. The
the bulkhead is higher and it is a suitable option in purpose of the experimentation carried out in the
view of the stratigraphy of the soil of the site that period June-July 2010 was to confirm and validate
consists of layers of fine sand and layers of silty the feasibility of the proposed solution and the reli-
sand. ability of these tie rods, of new technological con-
ception, for use in the reinforcement and construc-
Once the design concept was defined, the effort tion of port wharves.
was concentrated on developing the technology
required for the purpose and in this regard SA- Having outlined the background scenario, this
PIR Engineering identified in the MiniJet grouting technical note illustrates the theoretical and ex-
technique, already used by Tecniwell for the in- perimental study of underwater tie rods dealing
stallation of tie rods by means of remote control, a first with the theoretical analyses of the nonlin-
technology that is potentially suitable for use in an ear interaction between tie rod and soil aimed at
underwater environment. It was therefore decided identifying the correlation between the forces of
to carry out the fine tuning and the evolution of applied forces and the corresponding elongations
the technology for the marine environment of the that were the subject of the measurements. Com-
robot unit and of the related remote control soft- ments were then made on a series of tests carried
ware that controls the installation of the tie rod, out with positive results both at the operating load
also motivated by the contract for works to con- of 300 KN and at the nominal maximum tensile
solidate the wharves announced by the Ravenna stress of 630 KN. The tests were carried out on
Port Authority. seven tie rods of which three were installed at a
depth of 5.00 m principally to test the reliability of
In the context of the onshore development of this the operating and remote control systems in the
innovative technology, with the co-ordination and presence of a significant hydrostatic pressure and
the logistical support of SAPIR and under the ae- four were placed at a depth of 8.00 m to check the
gis of the Port Authority, an experimental test site load bearing capability of the tie rods positioned at
(See Fig. 1) was set up within the Intermodal Port the depth called for by the SAPIR project (See Fig.
of Ravenna alongside dock No. 18 of Darsena 2 on the next page).
San Vitale, having as its objective the installa-
Fig. 1: Plan of Darsena San Vitale – SAPIR Area Ravenna

Fig. 2: Diagram of reinforcement using underwater tie rods
2. FEATURES OF ules each having a length of 3.00 m and connect-

ed by threaded pipe couplings having a double
UNDERWATER ANCHORS
sealing gasket and a diameter of 62 mm. The tie
rods have an active injected length of 16.00 m,
The underwater tie rods that are the subject of
while the passive part of 2.00 m consists of the
this investigation have the unique feature of being
length of the piece that extends out of the bulk-
installed by operations directed from the surface
head (0.40 m), the thickness of the wall (0.60 m)
using a special piece of equipment positioned in
and the remaining free part of 1.00 m, and that
the yard behind the wharf. The system consists of
was in the test tie rods only, purposely not injected
a tracked vehicle that effects the movement of the
close to the internal surface of the wall. The tie
machine installing the tie rod and that is composed
rods are installed using the advancing jet grouting
of a mechanical arm that uses a steel telescopic
technique that involves the drilling of a hole 90 cm
metal to support the robotic unit for drilling/inject-
in diameter using a rotating doubled-headed drill
ing positioned at the design depth and controlled
bit on which are mounted two 2.5 mm diameter
remotely with continuous remote monitoring of the
nozzles, one set at an angle of 45° and the other
operations and of the injection parameters (See
at 90° to the rotational axis of the tie rod (See Fig.
Fig. 3 on the next page).
4 on page 14).
In the case under consideration the test tie rods The bulb is created by injecting a cement mixture
have a length of 18.00 m being made up of 6 mod- through the two nozzles at a pressure of about

Fig. 3: Illustration showing the operation of the underwater tie rods
A-B: Installation of underwater MiniJet tie rods from the yard using robotic systems
C-D: Detail of the remote controlled robotic drilling unit
Fig. 4: Diagram of the underwater tie rod injection and drilling system

400 bar, having a water/cement ratio of 0.75, in of 630 KN, as well as a breaking maximum tensile
this way creating a horizontal column with a di- stress of 800 KN.
ameter in the order of 40 cm with a cement ab-
sorption of about 100 kg/ml of tie rod. The bond- For permanent tie rods the U.W.A. technology
ing agent use, depending on the harshness of the then provides for the protection of the head by
marine environment, is CEM IV-32.5 R pozzolanic means of a truncated cone seal that is coaxial to
cement. The reinforcement of the underwater tie the tie rod and an external hood, both made of
rod is in turn composed of the same drill/injec- polyethylene, into which protective grease is in-
tion pipe that has a hollow section with an exter- serted together with a zinc anode. It is also pos-
nal diameter of 51 mm, an internal diameter of 33 sible to carry out the retensioning of the tie rod,
mm and a resistant section area of 12 cm2. The as required for the permanent anchors by current
reinforcing rods are of galvanised steel, have an technical regulations, since the head of the tie rod
improved adhesion since they have a continuous is directly accessible by the mere removal of the
thread through rolling and they have a yield point protective hood.
Fig. 5: a) Site stratigraphy – b) Distribution of effective stresses

3. GEOTECHNICAL steel and As is the resistant section area of the
rolled bar.
CHARACTERISTICS OF THE SITE
Instead the constraint offered by the soil is depict-
The soil of the site where the test tie rods have
ed by the technique of transfer curves in which the
been anchored is marked by the presence in the
nonlinear constitutive bond between the applied
stratigraphic column of layers of fine sand and lay-
shear stress [ t ] and the slippage of the interface
ers of silty sand having a medium density and that
[u] is modelled by means of the function (See Fig.
extends from the surface down to a depth of about
6):
15 m (See Fig. 5a on the previous page). The CPT
cone resistance of the soil in the layer that con-
cerns the tie rod is of 4.0-5.0 Mpa with angle of
friction values [ j ] in the order of 30°-32° and coef-
ficient of thrust at rest [K0] values, produced by
dilatometric tests, of 0.9 on average.
in which:
The geotechnical parameters reported below to
KH = the initial elastic rigidity of the constitu-
characterise the elastic plastic interaction between
tive bond
the tie rod and the soil in terms of resistance and
τlim = interface shear resistance
deformability were therefore adopted in relation to
the stratigraphy of the site. For the ultimate shear
resistance [τlim] the simple mechanism activated
through friction of the effective lithostatic pres-
sure [σ’v] acting at the depth of the tie rod was
considered to be the failure criterion. For the tie
rods located at a depth of 8.00 m this criterion fur-
nishes a value of the shear resistance of the soil
τlim = σ’v,eq • tanϕ @ 50 KPa, corresponding to a
pull resistance of the foundation bulb of 1,000 KN,
σ’v,eq = [(1+K0)/2] • σ’v. being the average effective
normal stress that takes account of the distribu-
tion of the effective radial normal stresses along
Fig. 6
the perimeter of the bulb (See Fig. 5b). Instead
for the initial elastic stiffness [KH] of the constraint
The stiffness of the constraint decreases propor-
represented by the soil, a correlation typical in the
tionally to the mobilised tangential tension with
literature was used, a function of the final shear
law K NL (u) = K H ⋅ [1− τ(u) /τ lim ] .
resistance and of the nature of the soils, KH = 400
τlim/fb = 50,000 KPa/m, where fb = 0.40m is the
At the interface between the bulb and the soil, due
external diameter of the active bulb.
to the compatibility of the horizontal movements,
€ the slippage of the tie rod against the surrounding
4. NONLINEAR ANALYSIS – undisturbed soil matches the axial displacement
TRANSFER CURVE MODEL u(x) of the current section of the steel bar. In fact
it is possible to disregard in quantitative terms the
The model taken as a reference for evaluating the relative slippage [ub = τ/Κb, Κb = 2Gc/fbLn(fb/fs)]
structural responses of the underwater tie rod is induced by the shear stresses that transfer the
that of an element with a linear elastic behaviour load from the internal surface to the external sur-
(the steel bar) restrained by means of springs with face of the bulb by virtue of the significant rigidity
an elasto-plastic behaviour that simulate the reac- conferred to it by the shear modulus [Gc] of the
tion of the surrounding soil. The constitutive law cemented column. Remembering then the elastic
of the bar of steel is in turn identified by its axial constitutive law that binds the axial forces and the
rigidity, EAs, where Es is the elastic modulus of the strain in the bar (N = EAsu’, u’ = du/dx) and the

external perimeter of the bulb’s section being rep- of length Δx = L/m to which correspond n = m+1
resented by pfb, the equation of equilibrium in the consecutive joints in which to look for the unknown
axial direction (See Fig. 7): displacements. Taking account of the fact that to
the finite differences the derivatives calculated in
(N + dN) − N − τ ⋅ pf b ⋅ dx = 0 the i-th joints (i = 1, n) of the model (See Fig. 8)
assume
then assumes the following differential form:
the following form:
d2 u
€ E s As 2 − pf b ⋅ K NL (u) ⋅ u = 0
dx du ui +1 − ui−1 d2 u ui +1 − 2ui + ui−1
= =
dx 2Δx dx2 Δx 2
€ and indicated with:

€ €
d2 u ui +1 − 2ui + ui−1
=
dx2 Δx 2
Fig. 7 the interaction parameter is deduced, for the i-th
joint of the model (i=1,n), the recurring equation:
that once integrated with the surrounding €condi-
tions: ui +1 − [2 + r i (ui )]⋅ ui + ui−1 = 0
E s Asu'(0) = 0 at the free end of the tie rod
In this way, by assigning to the ends of the tie rod
E s Asu'(L ) = P in the section applying the pull
the stated surrounding conditions, the following
€ system of equations is obtained in which the coef-
provides the required field of displacement. Since
€ ficients of the system matrix match less the factor
this is a nonlinear problem, the solution must be
EsAs/Δx with those of the stiffness matrix of the
€ found numerically by using, for example, the finite
finite element model (on the next page):
differences method. With this technique the length
L of the tie rod is subdivided into m finite elements
Fig. 8: Model of the tie rod-soil transfer curve interaction

⎡(1+ r1 /2) −1 0 0 0 0 0 ⎤⎡ u1 ⎤ ⎡ 0 ⎤
⎢ ⎥⎢ ⎥ ⎢ ⎥
⎢ −1 (2 + r 2 ) −1 0 0 0 0 ⎥⎢ u2 ⎥ ⎢ 0 ⎥
⎢ 0 −1 (2 + r i−1 ) −1 0 0 0 ⎥⎢ ui−1 ⎥ ⎢ 0 ⎥
⎢ ⎥⎢ ⎥ ⎢ ⎥
⎢ 0 0 −1 (2 + r i ) −1 0 0 ⎥⎢ ui ⎥ = ⎢ 0 ⎥
⎢ 0 0 0 −1 (2 + r i +1 ) −1 0 ⎥⎢ ui +1 ⎥ ⎢ 0 ⎥
⎢ ⎥⎢ ⎥ ⎢ ⎥
0 0 0 0 −1 (2 + r n−1 ) −1 ⎥⎢un−1⎥ ⎢ 0
⎢ ⎥
⎣⎢ 0 0 0 0 0 −1 (1+ r n /2)⎥⎦⎢⎣ un ⎥⎦ ⎢⎣P ⋅ Δx / E s As⎥⎦
Once resolved by a process of iteration, the coef- The result of the numeric analysis, carried out with
ficients of interaction ri depending on the level of the nonlinear model using 32 finite elements, is re-
€ ported in Table II and in Fig. 9 on page 19. As can
displacement ui mobilised, for each level of load
the system of equations produces the displace- be seen the elongation of the active part of the tie
ments of the joints (and in particular of that from rod is of the order of 5.00 mm under an operating
the application of the pull) on the basis of which it load of 300 KN, corresponding to a stiffness of the
is possible to obtain the distribution of the shear constraint of 60 KN/mm, and of 15 mm under the
stresses acting on the bulb surface and of the nor- maximum test load of 630 KN. This result high-
mal forces along the axis of the tie rod. lights the notable stiffening effect produced by the
columnar treatment of the soil and typical of load
5. DESIGN PARAMETERS AND bearing elements through lateral friction, an effect
as a result of which the elongation of the tie rod is
NUMERICAL ANALYSIS RESULTS reduced at the operating load to about ¼ of that of
a free bar subjected to a constant axial force.
The design parameters used to simulate the un-
derwater tie rod solution are reported in Table I.
The strength of the tie rod is therefore identified by

the 630 KN yield point of the bars, a value taken
as the threshold level for the load tests. There-
fore, the proposed sizing establishes the need to
comply with a criterion of hierarchies of the duc-
tile strengths, the ultimate unthreading load of the
Table II: Theoretical elongation values
foundation bulb being greater than the yield point
in relation to load
of the steel bars.
Table I: Design parameters for underwater tie rods in the Sapir test site

Fig. 9: Chart showing Load – Theoretical elongation of active parts of U.W.A. tie rods
Fig. 10: Distribution of adhesion tensions along the axis of the tie rod

The distribution provided by the nonlinear analy- first phase was carried out in the period from
sis for the shear stresses acting at the tie rod-soil June 16 to 28, 2010, while the second one took
interface is in turn reported in Fig. 10 on the previ- place on July 29-30, 2010. For the installation of
ous page. This diagram shows how at the operat- the tie rods a robotic U.W.A. underwater drilling
ing load (300 KN) the nonlinear behaviour of the unit (Photo 1-5) was used, supplied, by means
soil increasingly involves the front length close to of a motorised pump for the high pressure jet-
the pull head, where the elastic solution provides ting injection, by a cement grout preparation
a strong concentration of tangential forces in a unit that produces a mix based on the weight
limited length introductory part and with an am- ratios specified in the mix-design for the water
plification compared to the average value equal and the cement that is stored in a horizontal
to λ = K H pL2 / EA = 5.64 , forces that with the silo. The operations to install the tie rod were
plasticisation are redistributed in the area rear- programmed by carrying out the drilling of the
ward. Conversely at the maximum test load (630 concrete wall beforehand with a bit suitable for
KN) the extent of the plastic deformation of the the purpose. At the end of this operation the au-
€ soil becomes significant, as also highlighted by tomatic system proceeded to insert the rolled
the sideways movement of the point of inversion bars into the drilled out hole taking them from
of the curvature in the diagram of the adhesions a loader, then moving them forward by rotating
tensions that separate the zone with the nonlinear them and at the same time injecting the mixture
behaviour from the one that is still substantially in and, at the end of that phase, inserting the pipe
an elastic field. coupling. The installation of the tie rod was car-
ried out at a speed of advancement [va] of the
6. CONSTRUCTION PHASES order of 10-15 mm/s, with an injecting pressure
AND OPERATING PARAMETERS [pm] of about 400 bar, a velocity of the fluid in the
OF UNDERWATER TIE RODS nozzles [vm] of 150 m/s corresponding to a flow
rate of the mixture [Qm] out of the two nozzles
a) Once the theoretical reference framework had of about 1.5 l/s. In the construction of the tie
been defined, the next step was to illustrate the rods all the phases of the production cycle were
salient phases of the true and proper experi- properly monitored through the continuous ac-
mentation that is divided into two phases: the quisition of various operating parameters. In
first related to the installation of the underwater this regard Table III reports the most significant
tie rods and the second to the tensioning. The
Table III: Operating parameters for construction of the underwater tie rods

values recorded during the course of the instal- a relationship in which:
lation of the underwater tie rods.
b) On the basis of the injection parameters thus

acquired an estimate was made a posteriori of the
diameter of the horizontal jet grouting column, as-
sessing beforehand the volume of the mixture in-
jected knowing the absorption of the cement and
the specific weight of the mixture and subsequent-
ly, by means of a mass balance described below,
the volume of the bulb produced. In the case in
question the weight of the water and cement mix-
ture turned out to be:
(1− v)(1+ r)
γ m = γ cγ w = 16.0 KN /m3
γ w + rγ c
Photo 1: View of the machine Photo 2: Detail of the U.W.A. unit

Photo 3: Detail of the remote control console
Photo 4: Alignment of the tie rod with the project axis
Photo 5: Positioning of the U.W.A. unit in the water

The volume of the mix injected was obtained in injecting pressure, α @ 0.70 for the useful percent-
its turn from the weight of the cement used per age of mix absorbed by the soil that contributes
linear metre of tie rod (C @ 1.00 kN/ml; r = A/C = to the formation of the column, β @ 0.30 for the
0.75) and the density of the grout as a ratio of the percentage of soil removed by the pressurised jet
quantity injected [C • (1+r)] and the specific weight and n @ 0.40 for the initial porosity of the soil. The
of the mix [γm], thus obtaining: diameter of the bulb is obtained as follows:
4 ⋅ Vb
C ⋅ (1+ r) Qm n fb = @ 0.40 m
Vm = @ = 0.11 m3 /ml p
γm va
7. OPERATING PHASES OF THE
Instead, to determine the volume taken up by the
bulb, one must take into account the fact that € the TENSIONING OF THE
€ formation of the jet grouting column takes place UNDERWATER TIE RODS
primarily through the erosion and in situ mixing of
the soil with the grout of water and cement. In this The tensioning of the tie rods was carried out by
event, the volume of the bulb being represented means of a hydraulic jack driven by a two-stage
by Vb and the porosity of the undisturbed soil by n, pump located on the surface and making use of
the mass balance predicates that the useable frac- the support provided by the wall making up the
tion of the mix that is absorbed by the soil (aVm) waterside face of the wharf. For each tie rod, after
goes to fill the volume (nVb) of the initial spaces in preparation of the surface of the wall, a steel plate
the soil, increased by the volume of the solid parts was first of all put in place and tightly secured with
a nut against the wall. Then, onto the part of the tie
(1-n) • bVb of the volume βVb of the soil at the site
rod bar projecting out from the wall a pipe coupling
that was removed from within the tie rod by the
was screwed fitted with a piece of threaded bar in-
pressure of the jet. The following is therefore ob-
side of which had been inserted the hydraulic jack
tained from this balance:
which was in the form of a hollow cylinder, slid-
a ⋅ Vm ing it until its lower base was resting on the steel
Vb = = 0.14 m3 /ml plate. Onto the part of the connecting bar that pro-
[n + (1− n)b ] truded from the cylinder of the jack a second plate
was then fitted, as well as a second locking nut, in
having adopted, in relation to the effective pres- this way completing the assembly of the tension-
sure operating at the depth of the tie rod and the ing device (See Fig. 11).
€
Fig. 11: Schematic representation of the tensioning device

Subsequently, the tensioning force was applied in - pretension of 90 KN in order to permit the set-
the various pull phases using the support provided tling of the steel plates against the surface of
by the two steel plates on one side against the the wall, taken to be point zero as a reference
fixed part and on the other side against the move- for the measuring of the elongations of the sub-
able part of the jack. During the tensioning cycles sequent cycles;
measurements of the elongations of the tie rod
were also taken by means of a Vernier calliper, us- - the carrying out of the first cycle rising in steps
ing as a comparison the travel of the piston of the of 90 KN up to 360 KN, i.e. equal to 1.2 times
jack. The underwater operations described above the working load of the tie rod in order to simu-
were carried out with the assistance of a team of late the test tensioning of an actual tie rod;
scuba divers from the Società Marine Consulting
di Ravenna, with a live video connection and con- - release of the first cycle down to 180 KN and
tinuous recording and real-time communications then to 90 KN;
via radio.
- execution of the second load cycle again taken
8. RESULTS FROM up in successive steps of 90 KN up to the nomi-
nal yield point of the bars of 630 KN, then re-
THE TEST SITE duced during the course of the tests to slightly
lower levels (600 KN) in order to be able to carry
The results obtained with the experimentation
out a subsequent third load cycle;
carried out on the SAPIR test site are reported
in a graphical form in fig. 12-14, which illustrate
- release of the second cycle in three phases
the correlation between the forces applied and
(360-180-90 KN);
the elongations of the test tie rods, as well as the
sequence in which the loads were applied. To be
- execution of the third cycle in successive steps
specific, the programme of tensioning that was fol-
of 90 KN up to breakage, when it occurred, of
lowed, where possible also in relation to the kinds
the coupling pipe.
of breakage that resulted, was as follows:
Fig. 12: Load curve – elongations of tie rod 2/A at a depth of 5.00 m

The detail of the results obtained in terms of resis- is reported in Table IV.
tance to breakage in the course of the load tests
Table IV: Results of the load tests of the underwater tie rods
As can be noted from the attached diagrams the the breakage of the tie rod, where it occurred, in-
load cycle results were regular, with elongations volved the pipe coupling with force values even
at operating loads in line with the theoretical fore- greater than the nominal yield point of the bar of
casts and with modest residuals on the releasing 630 KN. For traction forces above this threshold
of the first cycle. The areas of the hysteresis loops the increments in the elongation are deemed to be
are small and the reloading stress paths are sub- attributable in large measure to the plastic yielding
stantially elastic up to the threshold of the force of the mechanical parts, bar and pipe coupling.
reached in the preceding load cycle. Furthermore,
Fig. 13: Load curve – elongations of tie rod 1/B at a depth of 8.00 m

Fig. 14: Load curve – elongations of tie rod 4/B at a depth of 8.00 m
Fig. 15: Comparison between theoretical and experimental

elongations of the 4/B tie rod sample located at a depth of 8.00 m.

In order to interpret the elongations of the tie rods of the Intermodal Port of Ravenna. For the below
correctly, it should be remembered that for the head construction of these anchors an innovative
methods adopted for taking the measurements, technology called U.W.A. – Underwater Anchors –
the only ones objectively and operationally pos- was used, a system perfected by Tecniwell, which
sible in an underwater environment, the values operates directly from the yard surface using the
recorded are inclusive not only of the outward technique of progressive jet grouting. The note
elongation of the active and passive part of the then presented the back analysis of the results of
tie rod, but also of the displacement of the wharf the experimentation adopting a nonlinear transfer
inward, it not being possible to separate the in- curve constitutive model of the soil to assess the
dividual measurements of these two contributing resistance and the rigidity that were triggered by
elements. On the other hand, an indirect estimate the interaction of the tie rod and the soil at various
of the displacement of the wall was carried out by levels of load.
means of structural analysis of the bulkhead, an
analysis that showed how the inward shift of the The salient outcome of the experimentation was
wall was limited to values of few millimetres under both the correct installation of the tie rods and the
the action of the maximum test load. confirmation of their load bearing capacity of 630
KN in accordance with what was assumed in the
As far as the overall assessment of the validity structural and in the geotechnical design. It was
and reliability of the tests carried out is concerned, also confirmed that the axial displacements nec-
Fig. 15 shows a comparison, for tie rod No. 4/B essary to put the underwater tie rods under stress
installed at a depth of 8.00 m, of the experimental was of just a few millimetres at the operating load
measurements of the elongations with the corre- (5-6 mm at 300 KN) and of a couple of centime-
sponding theoretical curve obtained, adding to the tres at the maximum test load (15-20 mm at 630
elongation provided by the nonlinear analysis of KN). Therefore, there are significant differences
the active length of the tie rod (L = 16.00 m) the from tie rods with strands that, being usually in-
elastic elongation of the free length (Lo = 2.00 m) stalled near the top of the wharf, require the pas-
and taking into account a hardening plastic be- sive parts to be of much greater length and hence
haviour of the steel beyond the yield threshold. As call for pre-tensioning. This characteristic of deep
can be noticed, the back-analysis curve faithfully underwater tie rods of limited deformability allows
reproduces the envelope of the maximum values them therefore to be used both as an elastic con-
of the elongations of the three load cycles of the straint put under stress by a small deflection of the
experimental curve. Thus the design parameters structure, as well as an active constraint, it being
adopted for the modelling with the transfer curve possible to carry out pre-tensioning of it. It should
of the interaction between the tie rod and the soil also be stressed that the positioning at depth be-
[τlim = 50 KPa; KH = 50,000 KN/m3] interpret cor- low the sea level of the tie rod allows it to be used
rectly the behaviour of the underwater tie rod in very effectively, since it is able to provide the re-
the test site. quired reactions where the flexional stresses are
the greatest. Moreover, the possibility of installing
These circumstances, together with the salient re- tie rods in positions closer to the seabed requires
sult of the positive check during operation of the that the internal part of the tie rod at the point of
load-bearing capacity of the tie rod according to pressure should be of limited length, thus making
the hierarchy of the resistances forecast during the available a longer useable length of the active part
design, show the overall set of results obtained to of the anchor.
be reasonable and consistent and the outcome of
the tests to be satisfying and exhaustive. As far as possible future developments are con-
cerned in connection with U.W.A. technology, the
9. CONCLUDING COMMENTS experimentation has shown that it is operationally
possible to install tie rods with higher capacities by
The technical note has illustrated the summary of varying the diameter of the reinforcing bar and the
the results of an experimental test site set up for length of the active part. Nevertheless, this option
the testing of underwater tie rods designed by SA- needs to be verified in realistic terms in relation to
PIR Engineering for the deepening of the harbour the resistance of the structure that is called upon

to absorb the forces transmitted by the tie rods
and to the onerousness of the structure that must
share the applied load among the concrete pan-
els or the steel sheet piling so depending heavily
on the construction method of the wharf that is to
be reinforced. The development of greater load
bearing capacities or the use of additional rows of
underwater tie rods could instead become of inter-
est after the necessary ad hoc evaluations, both
structural and geotechnical, for greater heads of
water, such as those called for by the ports’ regu-
latory plans for the harbour bottoms of wharves
being constructed from new. Therefore, this out-
come offers a range of applications for this inno-
vative technological solution that is of undoubted
interest, also in the light of the validation provided
by the results from the SAPIR test site.
Ravenna, July 31, 2010
10. TECHNICAL SCHEDULE OF

THE EXPERIMENTAL ACTIVITIES
OF THE SAPIR TEST SITE
11. BIBLIOGRAPHY
- UNI EN 1537 (2002): “Execution of special geo-
technical works: Ground anchors”, Milan.
- UNI EN 12716 (2003): “Execution of special

geotechnical works: Jet grouting”, Milan.
- D.M. 14/01/2008 (2008): “New Technical Regu-

lations for Construction”, Ministry of Infrastruc-
ture, Rome.

SUMMARY
This paper illustrates the results of a theoretical habilitation of port bulkheads. The construction
analysis and experimental tests concerning un- steps are illustrated together with the comparison
derwater anchors (UWA). The anchors are built by between the theoretical values of the elongations
means of an innovative onshore technology which of the anchors provided by a nonlinear model and
operates all the executive steps in remote control. the experimental results of the load tests.
This technology can be used especially in the re-
RéSUMé
Cet article décrit les résultats d’une analyse gie peut particulièrement être utilisée pour réhabi-
théorique et de tests expérimentaux d’ancrages liter des parois portuaires. Chaque phase con-
géotechniques sous eau (UWA). Les ancrages structive est illustrée avec la comparaison entre
sont réalisés par télécommande à partir de la la valeur théorique, selon un modèle non linéaire,
terre selon une technologie innovante qui exécute d’allongement des ancrages et le résultat expéri-
toutes les phases de construction. Cette technolo- mental des essais de traction.
ZUSAMMENFASSUNG
In diesem Artikel werden die Ergebnisse einer besondere bei der Sanierung in Häfen eingesetzt
theoretischen Analyse und experimenteller Unter- werden. Die Bauschritte werden vorgestellt,
suchungen bezüglich Unterwasseranker (UWA) zusammen mit einem Vergleich mit den theore-
dargestellt. Die Anker werden mittels einer inno- tischen Werten der Ankerverlängerungen, die von
vativen on-shore-Technologie eingebaut, bei der einem nicht-linearen Modell und den experimen-
alle ausführenden Schritte durch Fernbedienung tellen Ergebnissen der Belastungstests geliefert
ausgeführt werden. Diese Technologie kann ins- werden.

BARBADOS SCREWDOCK UPDATE
by
KEITH MACKIE
Consulting Coastal & Harbour Engineer

36 Fishermans Bend
Llandudno 7806
Cape Town
South Africa
Tel.: +27 21 790 2263

E-mail: keith@mackie.co.za
KEY WORDS of its inception.
Dry Docks, Shiplifts, Screwdocks, Industrial His- The earliest screwdock, the earliest shiplift, was
tory patented and constructed by Captain Jesse Hurd of
Connecticut in New York in 1827 and incorporated
MOTS-CLEFS as the ‘New York Screwdock Company’ in 1828. Two
screwdocks were built shortly thereafter, one in Balti-
Cale de mise à sec, ascenseurs à bateau, ascen- more and one on the Kensington Reach of the Dela-
seur à vis, cale à vis, histoire industrielle ware River in Philadelphia.
1. PREAMBLE So far I have only been able to get documented
identifi cation of four that were built, the three noted
At the PIANC MMX conference in Liverpool in May above and the last and the largest being the Bar-
2010, I read a paper on the Barbados Screwdock bados Screwdock. I have found no evidence of any
entitled: others. The Barbados Screwdock is unique in that,
although now derelict, it is there to demonstrate how
“The 1890 Blackwood Screw Jack Shiplift, Barba- these systems were built and it can still be restored
dos – The Oldest Shiplift in the World.” to a working dock.
This paper was based on information obtained in The New York screwdock was suspended from eight
Barbados, as well as on a survey of the currently der- screws of 4½” (114 mm) diameter and apparently
elict facility. The historical information available was had a capacity of 200 tonnes. It was hand operated;
restricted to information from and about the island. it took about 30 men about half an hour to raise such
Since then further, signifi cant information has come a vessel 10 feet (3 m). The Baltimore screwdock
to my attention that needs to be placed on record. was suspended from forty screws of about 5” (127
mm) diameter. By inspection of the lithograph (see
It turns out that the screwdock concept and the ship- Fig. 1), the Kensington Screwdock would seem to
lift system was a uniquely American invention of the have been suspended from about 50 screws. The
early 19th century. Judging by the surviving descrip- Barbados screwdock with a platform of 217’0” (66
tions and the remnants of the Barbados Screwdock, m) by 45’6” (13.9 m) is suspended from 62 screws of
it was an invention that displayed all the elegant sim- 4½” (114 mm) diameter. The estimated capacity was
plicity, practicality and ingenuity of the time and place around 1,200 tonnes.

Fig. 1: Barbados Screwdock ca 1995
2. REFERENCE IN APPLETON’S walls, by eight suspending screws four and a half

inches in diameter. The platform is capable of be-
DICTIONARY OF ENGINEERING
ing sunk about ten feet below the surface of the
water, to receive the ship…”
Appleton’s Dictionary of 1852 gives the following:
“At New York there is also a company called the “About thirty men were employed in working this
New York Screw-Dock Company, to whom belong apparatus, who, by the combined power of the le-
the screw-dock, and the hydrostatic screw-dock, ver, wheel and pinion, and screw, succeeded, in
which is an improved form of the invention, and the course of half an hour, in raising the platform,
with hydrostatic power brought to bear as the lift- laden with a vessel of 200 tons burden, to the sur-
ing force.” face of the water, where she remained high and
dry, suspended between the wooden frames.”
“The screw-dock in general principle and form is
the same as the hydraulic screw-dock. The vessel “In a dock at Baltimore, of this kind, the platform
in the screw-dock is floated on to a timber platform, is suspended by forty screws of about five inches
which platform is suspended from strong mainway in diameter.”
pieces of beams on each side, laid on the quay
Fig. 2: Hydraulic Screwdock (Appleton)

“The Hydrostatic Screw-Dock is a slip abutting on in a sufficient depth of water to take in between
the shore, with a suspended keel, allowing the them the largest ships the dock was competent to
vessel to be raised up vertically, instead of being lift. The piles in each row were connected at the
drawn up on an incline, as in the slip and the ma- tops by timbers, on which was a gangway. From
rine railway. It consists of two outer and parallel one row of piles to the other there were, at fre-
ranges of piling, each bearing a way at the top, quent intervals, transverse timbers. These timbers
from which are suspended chains, to which are were lowered into the water, and the ships to be
slung transverse bearers or swing beams, over docked brought over them. At each end of each
which the vessel to be docked floats ; and hav- timber there was a chain, by which it was sus-
ing arrived over this moveable platform or grating, pended. These chains went upwards, and passed
the chains are raised by means of a hydrostatic over pulleys placed on the frames connecting the
press, and the vessel brought to the level of the heads of the piles, and then all the chains on each
permanent way. The means by which the appa- side were connected to a horizontal traction-bar,
ratus is worked are ingenious, and constitute the which was a very strong wooden bar extending
chief merit of the application.” the whole length of the dock, and supported on
rollers. To each traction-bar, there was a powerful
3. REFERENCE IN EDWIN hydraulic cylinder, and on this being worked, the
traction-bar was moved endways, and thereby the
CLARK – HYDRAULIC whole of the chains attached to it were uniformly
LIFT GRAVING DOCK drawn; and in this manner the presses on the two
sides being worked at equal rates, the whole of
Edwin Clark was Robert Stevenson’s resident en- the beams below the vessel were simultaneously
gineer on the construction of the Britannia Bridge and uniformly raised, lifting the vessel that was
and drew on his experience of the jacking of the upon them out of the water. He had seen that dock
main girders for this and the Conway bridges to when at New York in 1853, and he believed it had
conceive of the ‘Hydraulic Lift Graving Dock’ which been in operation for many years previously, and
he built in London off the Victoria Docks in 1857. It with perfect success.”
had a net lifting capacity of about 4,000 tonnes.
4. REFERENCE IN ‘HISTORY OF
In 1866 he read a paper on the project to the In-
stitution of Civil Engineers without mention of the NEW YORK SHIP YARDS’
American screwdock principle. However, in the
discussion to this paper Mr Bramwell added the Morrison in 1909 gives the following:
following comments:
“The New York Screw Dock Company began the
“As regarded the more modern history of floating- operation of a screw dock in a slip between Mar-
docks, the Author had alluded to the box-dock and ket and Pike streets in September, 1827, the com-
the sectional dock, both of which had been used pany being incorporated April 21, 1828. This dock,
in America; but he had omitted to mention a dock which was the first of its design, is thus spoken of
that was used in that country prior to either of the by an engineer of that period:
other two docks. Mr. Bramwell was somewhat
surprised at this, as, in its modified construction, “The vessel to be raised by this apparatus was
it appeared to him to be one that ought to have floated over a platform of wood sunk to the depth
found favour with those who advocated the rais- of about ten feet below the surface of the wa-
ing of vessels by hydraulic presses. He alluded to ter, and suspended from a strongly built wooden
the dock which, from its original construction, was frame work by 16 iron screws 4½ inches in diam-
known in the United States as the Screw Dock, eter. This platform has several shores on its sur-
but which was afterwards worked by hydraulic face, which were brought to bear equally on the
power.” vessel’s bottom, to prevent her from canting over
on being raised out of the water. About thirty men
“It consisted of two parallel rows of piling placed were employed in working this apparatus, who,
at right angles to the shore ; these rows of piling by the combined power of the lever, wheel, pin-
being wide enough apart, sufficiently roomy, and ion and screw, succeeded in the course of half an

Fig. 3: Clark’s Hydraulic Lift Graving Dock

hour in raising the platform loaded with a vessel of 5. INFLUENCE OF THE
200 tons burden to the surface of the water, where
HYDAULIC SCREWDOCK ON
she remained high and dry, suspended between
the wooden frames. At Baltimore I saw a large THE SYNCROLIFT
screw dock constructed on the same principles,
on which the platform for supporting the vessel I met Raymond Pearlson, the inventor of the ‘Syn-
was suspended by forty screws of about five inch- crolift’, around 1975 when he visited our offices.
es in diameter.” Although I made no notes at the time, I have a
fairly clear memory of his explanation of how he
“There was a few years later a hydraulic dock built came to invent the Syncrolift. Apparently, a suc-
for Ring & Co., shipwrights, and located in the cessor to the hydraulic screwdock was still in use
same vicinity, a portion of the mechanism of this in the late 1950’s. It involved multiple winch drums
dock having been constructed by Watt & Boulton, on common shafting so that all turned at the same
steam engine builders of Soho, England, and was rate. The ropes from each of the drums were fed
fitted to raise a vessel of 800 tons. The perpen- each to its own support position where it lifted the
dicular lift of this dock was ten feet. The first ves- end of a transverse beam. Raymond’s contribu-
sel raised was the ship “Great Britain” of 724 tons tion was to do away with the common drive shaft
in June, 1835. After being secured in the dock she and plethora of ropes and install an independently
was raised out of the water in forty-five minutes.” but still synchronously driven winch at each sup-
port.
Kensington Screw Dock, c. 1855
(Source: Wainwright, Nicholas B., 1958, Philadelphia in the Romantic Age of Lithography.
The Historical Society of Pennsylvania, Philadelphia, Pennsylvania)
Fig. 4: The Philadelphia Screwdock on the Delaware River – from the Marble report

6. REFERENCE IN SUGAR 7. BIBLIOGRAPHY
HOUSE CASINO
1. Mackie, K.P. (May 2010): “The 1890 Blackwood
ARCHAEOLOGICAL REPORT Screw Jack Shiplift, Barbados”, PIANC MMX,
Liverpool.
The region of the Philadelphia site has recently
2. Appletons Dictionary of Machines, Mechanics,
been the subject of an archaeological investiga-
Engine Work and Engineering (1852), D. Apple-
tion pursuant to erecting a casino on the site. It
ton & Co New York.
was this investigation that uncovered the prior
3. Clark, E. (1865-1866): “Hydraulic Lift Graving
existence of the Kensington Screwdock although
Dock”, Min. Proc ICE, Vol. 25.
the study did not seem to recognise the full impor-
4. Morrison, J.H. (1909): “History of New York Ship
tance of the screwdock to the history of dry dock-
Yards”, W.F. Sametz & Co, New York.
ing. Reproductions included in the archaeological
5. HSP Gaming L.P. (March 2007): “Sugar House
report include a superb lithograph of the screw-
Casino: Phase 1A Archaeological Survey Re-
dock in operation and an early plan of the region.
port”, A.D. Marble & Co, Pennsylvania.
The plan shows the same notch in the shoreline
to accommodate the bows of vessels as the Bar-
bados Screwdock.
A.D. Marble & Co gives the following in their re-

port:
“The presence of this dock reflects the ever in-

creasing shipbuilding activity along the Kensing-
ton shoreline. Shipbuilding historian William Th-
iesen provides a description of how this screw
dock functioned:
“In addition to the marine railway, the harbors of

the East Coast began to see the appearance of
various forms of dry docks. This craze also began
in the 1820s. In New York, the first screw dock
ever built began operation in 1827. Screw docks
incorporated a wood platform able to support a
sizable vessel and iron screws as large as four to
five inches in diameter. The vessel needing atten-
tion would be floated over the submerged platform
and a gang of men would be employed to turn
the screw apparatuses until the vessel had been
hoisted out of the water. In this fashion it took a
half hour to lift a 200-ton vessel out of the water.
Other screw dry docks were established in Balti-
more and Philadelphia.” [Thiesen, 2006: 69, 71]
“The construction of the dock as depicted on the

Roberts map featured the proper shape to receive
the bow or front of a ship on the landward end of
the pier.”

SUMMARY
This paper records the source references for the pear that only three other true screwdocks were
origin of the shiplift method of dry docking ships. built but that variations of the system led to the
The earliest system was a screwdock built in New modern steel wire rope shiplift.
York in 1827 by Captain Jesse Hurd. It would ap-
RéSUMé
Cet article recense les sources historiques sur aine James Hurd. Il apparaît que seulement trois
l’origine de la mise à sec des bateaux par ascen- autres ascenseurs à vis ont été réalisés mais que
seur. Le système le plus ancien était un ascenseur les variantes de ce système ont donné naissance
à vis construit à New York en 1827 par le Capit- aux ascenseurs modernes à câbles en acier.
ZUSAMMENFASSUNG
Dieser Artikel berichtet über die Datenquellen zum baut wurde. Es zeigt sich, dass nur drei weitere
Ursprung der Schiffshebe-Methode von Schiffen, richtige Schrauben-Trockendocks gebaut wur-
die im Trockendock liegen. Das erste System den, aber dass Variationen des Systems zu dem
war ein Schrauben-Trockendock, welches von modernen Schiffshebewerk mit Stahldrahtseilen
Kapitän Jesse Hurd im Jahr 1827 in New York er- geführt haben.

CONTAINER TERMINAL CAPACITY: NEW FORMULA
FOR THE AREA REQUIRED
by
MARÍA ALEJANDRA GÓMEZ PAZ
Miller 2868
CP:1431
Capital Federal, Buenos Aires
Argentina
Tel.: 005411 45215425 / 005911 50643429 (Buenos Aires)

Tel.: 0034 664240241 (Madrid)
E-mail: mariagomezpaz@yahoo.com
KEY WORDS oped by Maria Alejandra Gómez Paz and directed by

Pascual Pery Paredes and Alberto Camarero Orive
Port Planning, Container Terminals, Statics, Stack- in the framework of a PhD programme at the Poly-
ing Height, Storage Capacity. technical University of Madrid. The author would like
to thank the late Martin Sgut, Octavio Doerr, Alan
MOTS-CLEFS Harding, Han Ligteringen, Juan Carlos de Palacio
and Javier Ramirez for their contributions to aspects
Planifi cation portuaire, terminaux à conteneurs, of the present document.
statique, hauteur de stockage, capacité de stock-
age. An earlier version of this paper was presented at
the VI Argentine Congress of Port Engineering,
1. INTRODUCTION Latin American Seminar Sustainable Development
of Maritime and River Port Infrastructure in Latin
Historically ports have developed within their city,
America, PIANC, on April 5-7, 2010 in Buenos Aires.
planning their areas according to traffi c; both port
Since then the paper has been revised and updated,
and city have been adapted to the needs of its traffi c.
to provide a useful tool for the port community.
The growth of container terminals, requiring greater
areas than traditional cargoes, has in many cases
This report describes the formulas frequently used
led to confl icts between port and city. In order not to
for this calculation and then presents a new formula,
repeat the same mistakes, dynamic planning repre-
developed by the author, for the analysis of the stor-
sents a very useful tool.
age capacity of a terminal, incorporating variables
from the above formulas and retaining their simplic-
The current report aims to offer this support with a
ity. The report ends with conclusions which seek to
formula to determine the storage capacity of a termi-
summarise the concept of capacity from a didactic
nal. The basis of the work is a research study devel-
approach.
Fig. 1: Port planning – Container terminal

2. PORT PLANNING Dynamic planning is based on having tools to
resolve problems arising from situations that are
2.1 Dynamic Planning foreseen or unexpected, such as greater demand,
new port policies, greater inter-port or intra-port
Increased maritime container traffic generates competition, the loss or incorporation of areas
an increased demand for container terminals. To with or without equipment, interruptions to termi-
adapt to this situation, terminal planning neces- nal access, all these among other factors which
sarily has to correspond to the expected demand are included in the calculation of terminal capacity.
in light of the terminal’s location. Also, when expansion is planned, the possibility of
moving the terminal may arise, when enclosed by
In the year 1980 the world’s terminals handled 38.8 the city.
million TEU, by 2007 this figure had increased to
399 million TEU [Davidson, 2007], implying an Figure 2 shows the principle factors involved in
average annual growth of 9.02 %. Likewise, the the planning of a container terminal.
ten principal ports of China handled 29.48 million
TEU in the year 2002, growing to a total of 94.18 The majority of the ports of Latin America are
million TEU by 2007 [Containerisation Internation- surrounded by their cities. As a consequence,
al, 2008], representing an annual growth rate of dynamic planning is essential for their growth in
26.15 %. order to avoid disorganised development, incom-
patible with their environment. Dynamic planning
Terminal planning must reflect this traffic growth is the development of demand and capacity mod-
if they are to be competitive. In the same way, it els and the use of simple formulas, which enable
is important that this planning is dynamic, so that numerical solutions to be obtained for present and
it can adapt rapidly to different scenarios. For ex- future scenarios.
ample, under a crisis such as the one we have re-
cently experienced, it is important to have access The models thus developed, with the introduction
to a simple formula to estimate quickly the required of statistical data and external factors demand to
capacity of the terminal, in order to make correct obtain capacity scenarios, are an important sup-
decisions and not to lose competitiveness. port for decision-making.
Fig. 2: Dynamic planning

Fig. 3: Container terminal with RTG
The planning process requires consideration of 2.2 Statistics and Movements
the principal factors involved for a port area sur-
rounded by the city: the estimation of the required Port container traffic measures the flow of contain-
port area and consideration of road and rail ac- ers from berth to ship and vice-versa, loaded/un-
cesses. Stakeholder views are also important, as loaded with ship-side gantry cranes and/or other
they can either boost or slow down a terminal de- means of handling such as ships’ gear. The year’s
velopment project. throughput gives the annual container traffic.
The study is limited to the development of a gen- When we refer to container traffic we have to pay
eral formula for the case of a container termi- attention to its definition. Many terminals consider
nal equipped with RTGs – Rubber Tired Gantry each import and export container as a move and
Cranes – in the yard. Study of the logistics of the count transhipment containers as a single move,
accesses with a formula to relate the subsystems, thus the number of moves coincides with trade.
is held over for later consideration. This paper ex- Other terminals consider each import and export
plains the main concepts to create new formulas container as a move, counting transhipment con-
and the line of thought to develop them. tainers as two moves, thus the number of moves
coincides with the operation of the terminal.
Fig. 4: Statistics and movements

This paper adopts the first definition. An import strength of a chain is that of the weakest link.
container, an export container and a transhipment
container each represent one move (full cycle The capacity of each subsystem is calculated as
transhipment). a function of the productivities in operation, given
infrastructure and infrastructure installations.
2.3 Capacity of a Container Terminal
When we refer to capacity we consider: in case
Terminal capacity is its capacity to operate the of an import container, the capacity of unload-
terminal’s container flow. Terminals are typically ing a container, remaining in the yard and exiting
designed with a larger capacity than the expected through the gate; in case of an export container,
traffic, so as not to reach saturation and to cope we consider the same factors, but in the opposite
effectively with future demand. direction. Moreover, for a transhipment container,
we consider the capacity of loading and unloading
The capacity of a terminal corresponds to the min- the container, including its dwell in the terminal.
imum capacity of the various subsystems: berth, This concept refers to container traffic as trade.
transfer berth-yard, yard and accesses, since the
Fig. 5: Container terminal capacity
Fig. 6: Traffic and capacity on a container terminal

2.4 Productivity level of service is directly related to the operation-
al efficiency of a terminal: an excellent handling
Efficiency and improvements in the productivity system implies better organised operations. A ter-
of port services are determining variables for port minal which realises its operations in less time,
competitiveness. avoiding unnecessary operations, is more efficient
because it has more time to attend to demands.
Port indicators allow an objective evaluation and
comparison of ports. The importance of the defini- Road transport has incorporated the concept of
tion and quantification of such indicators is well- Service Level (LofS) as an indicator of the qual-
known and progress has been observed in this ity of service. In port terminals some authors such
matter with the development of KPIs (Key Perfor- as Ballis (2003) have introduced a similar con-
mance Indicators) and CTQI (Container Terminal cept stating that the LofS of the terminal is closely
Quality Indicators). linked to the terminal productivity and an impor-
tant factor in decisions related to investments in
KPI are useful tools to benchmark the perfor- infrastructure and equipment. In the same way,
mance of the terminal with respect to the past and the investigational work developed by the UPM,
competitors [Acciaro, 2010]. The CTQI standard UPV, CENIT and the Port of Valencia, seeks to
has been developed by the Global Institute of Lo- develop a methodology to determine the level of
gistics and Germanischer Lloyd since 2007. This service of a terminal. [Camarero, 2009]
internationally valid quality seal requires optimal
operational processes and unified methods for the 2.5 Formulas for the Determination
evaluation of performance. [Germanischer Lloyd, of Capacity
2010]
When planning a terminal, one of the first tasks
It is important to know the individual characteris- is to determine the capacity and the demand. For
tics of world ports if they are to be compared ob- the estimation of the capacity, formulas are used
jectively. A terminal seeks to be seen as the most to determine what may be expected at the berth
efficient port in the region (or the world). It is im- and others for storage capacity. The definition
portant to distinguish between productivity and used for the terminal statistics affects the capacity
efficiency; it is necessary to be productive and as mentioned above (Section 2.2: Statistics). This
efficient at the same time, to be capable of operat- paper uses formulas with trade statistics. These
ing the maximum number of containers with the simple formulas can be adapted to the other defi-
resources available, without any reduction in the nition using the same reasoning.
level of service offered clients.
In their Port Development Manual, UNCTAD
It is difficult to measure the service level, though (1984), multi-dimensional tables – Planning Dia-
a high terminal service level allows existing traffic gram for the storage area – are provided to find
to be retained and new traffics to be sought. The the capacity. These planning diagrams correspond
Fig. 7: Productivity and efficiency

to formulas also given in the Manual. Other pub- tainer yard – expressed in TGS
lications of interest give simple formulas for the • H: Average stacking height. The average height
calculation of berth capacity and storage capacity. to which the containers are stacked in the yard.
We can summarise these formulas in the following This corresponds to the average height as ob-
expressions. They are the result of the combina- served from a photo of the terminal with some
tion of the concepts described above and formu- rows at their maximum height and others at
las published by other authors. lesser height, thus giving an average height.
• T: Dwell time: average length of stay of contain-
The formula on berth capacity in the following ex- ers in the yard in days
pression: • R: Rotation: total days available for storage in
the yard for one year/average length of stay of
Berth Capacity = Productivity of the STS • operative time (1) containers as observed
Berth Capacity = StS ⋅ P ⋅ t ⋅ r ⋅ u / (1+ tr ) (2)
where:
• Berth Capacity: annual capacity: expressed in

€ TEU/year
• StS: Number of ship to shore container cranes
on the berth
• P: productivity expressed in move/hour of the
StS
• t: operational time on terminal
• r: relation TEU/number of containers
• u: factor of berth occupancy
• tr: transhipment ratio (i.e. transhipment TEU/to-
tal TEU) Fig. 9: Storage capacity
Correct use of the formula indicates an average

operative height, allowing efficient operation of
containers without reducing productivity. Stack-
ing to the maximum height allowed by the ter-
minal equipment would give 100 % occupation.
However, this situation would not be efficient, as
it requires additional movements and the neces-
sary additional time. Figure 10 shows the average
stacking height corresponding to different occupa-
tion factors.
Fig. 8: Berth capacity The average stacking height in a terminal is re-

lated to the accessibility of containers in the stack.
And the formulas on storage capacity in the fol- Increased average stacking height rapidly reduc-
lowing expression: es accessibility [Rademaker, 2007]. Therefore, the
average stacking height is related to the number
Storage Capacity = Static capacity • turnover = Static capacity (3) of movements required in order to select a specific
Static capacity = terminal ground slot • average height = TGS (4) container.
Storage Capacity = TGS • H • R (5)
Storage Capacity = TGS • H • (365/T) (6) An objective in the planning of a terminal is to de-
Where: termine the efficient average stacking height or, in
other words, the occupation factor of the terminal,
• Storage Capacity: annual capacity – TEU/year so that it may be productive and efficient.
• TGS: Terminal Ground Slots: area of the con-

Fig. 10: Average stacking height – Occupation factor
3. DETERMINATION 3.2 Characterisation of the Operations

OF THE STORAGE AREA of a Container Terminal
In each of the subsystems – berth, transfer from

3.1 Formulas for Capacity – Methodology berth to yard, yard and gate – operations are re-
lated to the movement of containers. Movements
Capacity, as defined above, means the capacity which are done in the stacking area by the tran-
to operate the container flow of the terminal, mea- stainer (RTG) are identified as a function of the
sured by the flow of containers from berth to ship type of traffic: transit, imports and exports. The
and vice versa (expressed in TEU/year). transtainers carry out operations of movement
and of stacking and destacking. The movements
Loading and unloading containers at the berth are of stacking and destacking from and to trucks are
not the only operations which are done within the inescapable within the operation of a container
terminal; there is also the need for movements terminal. Nevertheless, the movements by the
for stacking and destacking, as well as additional transtainer, as well as the shifts associated with
movements to remove containers from the stack- digging for a specific container, can be reduced by
ing area, an operation done by the transtainers on an excellent planning.
the yard.
There are different types of Terminal Operating
Thus the development of the formula involves the Systems (TOS) – software application supporting
mathematical expression of the operations of a the planning, scheduling and equipment control
container terminal. First, the operations are char- activities of a container terminal – on the mar-
acterised, then a formula is sought which corre- kets. The most popular ones are SPARCS (from
sponds to that characterisation. NAVIS), SPACE/TRAFFIC from COSMOS, and
CATOS from TSB [Csaba, 2008].

The drawing shows that for each container that It proved to be difficult to quantify the number of
is loaded or unloaded, there are various neces- such movements, given that this number depends
sary operations-movements. It is the aim of the principally on the container stacking height, as
present study to define an expression quantifying well as on other variables, such as the traffic de-
these movements. mand of the terminal (import/export/transit) and on
the operative planning of the terminal for the three
3.3 Calculation of the Number of subsystems (berth, transfer berth/yard and gate).
Movements made by the Yard Equipment
(RTG) Despite this difficulty, the calculation was simpli-
fied, observing the movements necessary for dif-
In order to obtain the figure of the number of con- ferent heights and looking for an empirical relation
tainers moved in the yard, the number of move- which describes said analysis.
ments to be done under each yard crane was
analysed for each average stacking height.
Fig. 11: Movements within container terminals
Fig. 12: Methodology for the analysis of the movements

Fig. 13: Transtainer movements and average stacking height
The movements done under a crane can be ex- Total TEUs moved annually in the yard =
pressed as: (H2 + H) • TGS • R • Ftr (14)
Total TEUs moved = (H2 + H) • N (7) With reference to productivity see above, the for-
mula is:
The number of movements required is expressed
as a function of N. This variable represents the Total TEUs moved annually in the yard/TGS =
number of ground slots (TGS) under a transtainer (H2 + H) • R • Ftr (15)
RTG.
The formula shows that with a greater stacking
N = TGS / RTG (8) height and quicker rotation, a greater number of
Total TEUs moved = (H + H) • (TGS / RTG) (9)
2
movements are needed to maintain the storage
capacity of the terminal. With a lesser percent-
The relation is shown in figure 13 above. age of transhipment, more movements are also
required.
The number of containers moved is also modified
in relation to the percentage of transhipment con- 3.4 Formula for the Storage Capacity
tainers. Factor Ftr considers this situation. of the Terminal related to the
Number of RTGs
Total TEUs moved = (H2 + H) • (TGS / RTG) • Ftr (10)
Ftr = fx (percentage of transhipment) (11) In the paragraph above, the number of annual
movements for the yard equipment was obtained,
Nevertheless, work in the ongoing study seeks in other words, the equipment capacity. This is
the mathematical relation that characterises the one link more in the chain and the terminal capac-
movements for different heights and percentage ity may be saturated for lack of yard equipment.
of transhipments.
If the capacity of the quay crane to move contain-
The movements in question correspond to one tr- ers is less than the demand, the terminal will be
anstainer RTG so that the total number of move- saturated; similarly, if the yard cannot cope with
ments in the yard is given summing the expres- the demand, the terminal will be saturated. In con-
sion obtained for all RTGs in the yard. clusion, it is necessary to be able to provide move-
ment capacity to meet the demand on the berth
Total TEUs moved in the yard = and in the yard. If the number of movements per
(H2 + H) • (TGS / RTG) • RTG • Ftr (12) container in the yard is larger than on the berth as
shown in figure 11, this also has to be taken into
Total TEUs moved in the yard = account.
(H2 + H) • TGS • Ftr (13)
As stated above, storage capacity is calculated as
These moves correspond to a static situation, with a function of the operational productivity of handling
an annual total of: the containers in the yard with the transtainers.

Using this definition, the formula for capacity is: So the relation is:
TEUs moved per transtainer = N°RTGs • Relation = ((H2 + H) • TGS • R • Ftr ) / (TGS • H • R)
ProductivityRTG • operating time • relation TEU/contain (20)
(16)
Hence, the formula for storage capacity as a func-
TEUs moved per transtainer = RTG • P • t • r (17) tion of the number of RTGs is given as:
However, this formula expresses the capacity as Storage Capacity = (RTG • P • t • r) / ((H +1) • Ftr)
a number of movements in the yard and we need (21)
to express it as a number of containers through
the yard. (The capacity measured the flow of con- Figure 14 shows the indicated formulas in sche-
tainers from berth to ship and vice versa – flow matic form:
captured by the terminal)
Finally, considering that the transtainers are not
Therefore, we need to divide the last expression operative 100 % of the time, a corrective coeffi-
by the relation between the moves executed by cient ‘c’ is introduced dependant on traffic levels
transtainers in the yard over the capacity on the as a factor in peak demand.
yard express on moves through the terminal.
An operative capacity is obtained, equal to:
The movement executed by transtainer is formula
(14): Storage Capacity = RTG • P • t • r • (1/((H+1) • Ftr)) • c
(22)
Total TEUs moved annually in the yard =
(H2 + H) • TGS • R • Ftr (18) The variables:
And the storage capacity express on moves • Storage Capacity: annual capacity (TEU/year)
through the terminal is formula (6): • RTG: number of transtainers on the yard
• P: productivity expressed in move/hour of the
Storage Capacity = TGS • H • R (19) transtainers
Fig. 14: Formula for the storage capacity

• H: average height: the average height to which 3.5 Average Height for Efficient Stacking
the containers are stacked in the yard
• t: operational time on terminal The aim of a terminal is to be competitive, simul-
• r: relation TEU/number of containers taneously productive and efficient. Hence, when
• c: peak coefficient planning the terminal, as well as determining the
• Ftr: fx (percentage of transhipment) numbers of equipment and areas, an important
variable to be determined is the average stack-
In this formula the average stacking height is in- ing height, enabling the terminal to be efficient and
versely proportional to the Storage Capacity. So productive.
for the same capacity, higher container stacks
will require a larger number of transtainers. The
transhipment operation affects the Storage Ca-
pacity because it represents a flow of containers
with identical characteristics, thus requiring fewer
movements.
Fixed values for some variables gives:
C = RTG • 20 mov/hour • 24 hours • 1.5 TEU/mov • 0.75

(23)
Fig. 16: Average stacking height
C = 200000 • RTG • (1/(H+1)) (24)
Hypothetically, an average height of 20 is pos-
The variable Ftr has been omitted for simplifica- sible, but it was noted above that the number of
tion. movements to maintain capacity would be high,
as would be the number of RTGs required to per-
In the figure it can be seen that for the same ca- form such movements. As a consequence, the ef-
pacity, operating higher container stacks requires ficiency of the terminal is reduced.
a larger number of transtainers. More transtainers
naturally signifies a greater investment. Hence, the question is what the average stacking
height should be for the terminal design. Based
on traditional and new formulae and fixing some
variables, we find the following relation:
Fig. 15: Average stacking height vs. number of RTG

Fig. 17: Average stacking height and productivity
The two curves represented by the traditional and 3.6 Verification of the Formula on the
new formulae of storage capacity cross at a point, Basis of Indicators
which is considered the average stacking height
for these variables. The formula is verified on the basis of the indica-
tors. These are constructed according to the in-
In line with the figure, it is observed in practice that terests and perspective of those using them. The
an average stacking height of 3.2 for a configura- indicators are difficult to apply on account of the
tion using RTG 6 wide and 5+1 high results in a 65 great variety and number of statistical data re-
% occupation of the terminal. quired, made worse by the lack of up-to-date and
reliable data, the absence of definitions, the im-
The average stacking height, allowing a terminal pact of local factors on the data and differences
to be competitive, may vary as a function of the in the interpretation of identical results which dif-
demand pattern and the operative planning and ferent interests tend to have [Doerr, 2006]. Global
management of the terminal and on account of indicators from different sources are given below.
this, there may be a difference between the per-
formance indicators obtained. The following figure presents values for the prin-
cipal capacity indicators for a container terminal
in relation to its equipment. The data correspond
to a sample of terminals which moved more than
250,000 TEU in 2004, equipped with berth gantry
cranes. The data are organised by geographical
area [Drewry, 2005].
Fig. 18: Container terminals indicators by geographical area

In order to check the formula, a relation is estab- mention performance indicators and we refer to
lished of between 2 and 3 RTG per STS (Ship To some of these below in figures 19, 20 and 21.
Shore gantry crane) [Kalmar, 2007]. In the table
of indicators, a relation of 120,000 TEU/STS is ob- A study of KPIs by the Erasmus University includes
served. the following indicators [Acciaro, 2008]:
Therefore, using 2.5 RTG/STS it can be deduced

that the RTG operate 50,000 TEU/RTG, which is
equivalent to the formula using H=3. Similarly, for
H=4 we use a relation of 3 RTG/STS giving 40,000
TEU/RTG. Hence, the formula is verified.
In addition, to maintain efficiency and productiv-

ity at height of 4, it is necessary to increase the
relation between the yard cranes and those on the
berth.
Fig. 19: Area productivity in TEU/hectare/year
As mentioned above, indicators are required in or- (Estimates)
der to make objective comparisons. The indicators
are referential values, particular for each terminal, Recently, a PIANC article relating to Spanish ports
where the difference arises. Various publications gave the following indicators [Almazan, 2010]:
Fig. 20: True productivity of container terminal TEU/hectare/year [OSC, 2006]
Fig. 21: Design productivity of a container terminal TEU/hectare/year [OSC, 2006]

Fig. 22: Performance indicator TEU/ha vs occupation factor
3.7 Average Stacking Height vs. It remains to include all the variables shown in the
Performance Indicators graph and to quantify the increase in productiv-
ity from the implementation of a different value for
Figure 18 (section 3.5 – Average height for ef- each variable.
ficient stacking) showed the average stacking
height against productivity expressed as TEU/ha. 3.8 Average Stacking Height as
If we change the values of the variables, we can a Function of the Cost of
see how the average operative stacking height Land and Equipment
changes and the value TEU/ha for what we con-
sider to be an efficient terminal. The formula raises the following question: to what
average stacking height should the terminal be
Figure 23 shows how the indicator varies accord- designed in order to obtain greater capacity in the
ing to the variables used for two cases. The value area available?
chosen for each variable is a function of terminal
strategy. The solution is to analyse the cost of investment
in RTGs and in land, to arrive at the most favour-
Amongst the variables which affect productivity able solution between the number of RTGs and
we can distinguish the following: the square metres of land. As a function of the
costs of the different elements, the optimum aver-
• Nature of traffic age stacking height will vary.
• % occupation of the terminal
• Rotation of containers in the yard For a cost of inversion in land of € 19,000 per
• Yard equipment: type and number metre of berth, € 52.76 per m2 on apron and rigid
• Layout of the terminal pavement (based on a wharf of caissons) and a
• Degree of automation/technology unit cost per RTG of € 1,000,000, we arrive at an
• Operation management/relation to the other optimum average stacking height between 2.5
subsystems and 3-4.
• Service level
• Cost Figure 24 shows the relation between the cost and
the average stacking height, which enables us to
To the extent that any of these variables is reach the above conclusion of an average stack-
changed, the achievable performance indicator ing height between 2.5 and 3-4.
will be altered. For example, the implementation
of automation in a terminal of RTGs increases the The above performance indicators for the Span-
productivity measured in terms of number of move- ish case suggest an operational gross productiv-
ments per hour of the RTGs [Thomas, 2009]. ity indicator per ha of 60,555 and productivity per

Fig. 23: Average stacking height vs. invest cost
crane of 132,000 [Almazan, 2010]. These values variables impacts on terminal productivity.
coincide with the above indicated relations and
similarly with the conclusions reached. The formula obtained for the storage capacity of a
TECON does not contradict previous formulas; on
The optimum average stacking height was ob- the contrary, it complements them.
tained by an analysis of investment costs. Never-
theless, there are also other factors which have to Our formula when interrelated with traditional for-
be taken into consideration, such as: mulas allows us to achieve a balance in productiv-
ity for a container terminal, considering its deter-
• A greater number of RTGs implies a greater in- minant variables as constant.
vestment cost, additional personal, additional
non-billed movements and additional equip- Due to the flexibility in its determination, the av-
ment maintenance. erage stacking height variable is considered as a
• Additional land implies greater investment cost decisive element, both for the formulas obtained
for the use of the land, additional maintenance herein and the traditional ones.
costs for the area, greater running distance for
the RTGs and for other vehicles. The concepts used and the simple formulas that
have been developed together provide a powerful
4. CONCLUSIONS tool kit and allow the creation of a dynamic model
for container terminal planning. The formulas are
The development of capacity formulas, which in- flexible so that they can be adapted to other termi-
corporate new variables whilst maintaining their nal and system configurations.
simplicity, is a support to the task of the dynamic
planning of a container terminal, allowing the study Based on the above-mentioned conclusions, we
of a better use of the available physical space consider that our formula represents a new tool
available and analysis of cost-effectiveness. for dynamic planning and for the development of
capacity analysis models.
On the basis of relationships between the move-
ments, a capacity formula is obtained as a func- 5. REFERENCES
tion of the number of RTGs in the terminal. At the
same time it is shown that the results of the math- Almazan Palomino, J. L. and Pery Paredes, P.
ematical formula proposed is in accordance with (2010): “Optimisation of the operating unit of the
the productivity indicators from other publications. container terminal operator concession - Holder.
In addition, a graph has been obtained from which Application to the Spanish ports System”, PIANC
it is possible to observe how the variation of some ‘On Course’ nº 138, Bruxelles, p. 5-23.

Acciaro, M. (2008): “Improving terminal manage- OSC (2006): “The European and Mediterranean
ment using KPIs. Performance Measurement in container port market to 2015”. OSC, England.
the Container Terminal Business”, Center for Mar-
itime Economics and Logistics (MEL), Erasmus Rademaker, W. (2007): “Container Terminal Au-
University, Rotterdam. tomation. Feasibility of terminal automation for
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Supply Chains”, Erasmus Research Institute of
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the performance of container terminals, TBA sim-
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Davidson (2007): “World container cargo pros-

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SUMMARY
The exchange of goods is the driving force for An empirical formula, which relates yard move-
trade and regional development. The dynamic ments and equipment and which in addition re-
planning of port areas is a support to their devel- flects the operating characteristics of the container
opment and an aid to the anticipation of different terminal, is developed in this paper. This formula
scenarios, thus minimising the risk of losing mar- is similar to other formulas but contains new ele-
kets. ments.
Projects for port terminals in urban areas suffer The concepts used and the formula developed
from the problem of not having sufficient space provide a powerful tool kit and enable the creation
available for their development, obliging them to of a dynamic model for container terminal plan-
plan their areas allowing for different alternatives ning. The new formula for storage capacity of a
for expansion according to their surrounding cir- container terminal does not contradict the tradi-
cumstances. tional formulas but, on the contrary, complements
them. It can also show how changes in some vari-
The development of simple formulas and models ables impacts on the productivity of a terminal.
assists in the realisation of a dynamic planning,
assisting in the decision-making process and thus
its rapid adaptation to variations in demand and in
the light of unexpected situations.
RéSUMé
L’échange des biens est le moteur du développe- Une fonction empirique, qui lie les mouvements
ment du commerce et des territoires. La planifi- sur les terre-pleins et l’équipement et qui intègre
cation dynamique des zones portuaires est une les caractéristiques opérationnelles du terminal à
condition de leur développement et une aide à conteneurs est présentée dans cet article. Cette
l’anticipation des différents scénarios, en ainsi à formule ressemble à d’autres mais introduit des
limiter le risque de perte de marchés. éléments nouveaux.
Les projets des terminaux portuaires en zone ur- Les concepts mis en œuvre et la formule dével-
baine souffrent du manque d’espace disponible oppée fournissent une boîte à outils puissante et
pour leur développement, ce qui les contraint à permet la création d’un modèle dynamique pour
organiser leurs espaces pour permettre leur ex- la planification d’un terminal à conteneurs. La
pansion selon des modalités alternatives, en fonc- nouvelle fonction décrivant la capacité de stock-
tion des circonstances locales. age d’un terminal à conteneurs ne contredit pas
les formules traditionnelles mais au contraire les
Le développement de formules simples et de complète. Elle met en évidence l’influence sur la
modèles aide à la conduite d’une planification dy- productivité d’un terminal de variables d’entrée.
namique, facilite le processus de prise de déci-
sion et donc son adaptation rapide aux variations
de la demande et aux évènements inattendus.

ZUSAMMENFASSUNG
Der Austausch von Waren ist die treibende Kraft Eine empirische Formel, welche Hafenverkehr
für den Handel und die regionale Entwicklung. Die und Ausrüstung in Beziehung setzt und die zusät-
dynamische Planung von Hafengebieten stellt eine zlich die Betriebscharakteristiken des Container-
Unterstützung für die Entwicklung dar. Sie stellt terminals widerspiegelt, wird in diesem Beitrag
durch die Annahme verschiedener Szenarien eine dargelegt. Diese Formel ist mit anderen Formeln
Hilfe dar und minimiert folglich das Risiko, Märkte vergleichbar, enthält jedoch neue Elemente.
zu verlieren.
Die verwendeten Konzepte und die entwickelte
Projekte für Hafenterminals in städtischen Gebi- Formel bieten ein leistungsfähiges Werkzeug und
eten leiden unter dem Problem, dass nicht genü- ermöglichen die Erschaffung eines dynamischen
gend Platz für die weitere Entwicklung vorhanden Modells für die Planung von Containerterminals.
ist, was dazu zwingt, ihre Gebiete für die verschie- Die neue Formel für die Lagerkapazität eines
denen Erweiterungsalternativen gemäß den Um- Containerterminals widerspricht nicht der traditio-
gebungsbedingungen zu planen. nellen Formel, sondern, im Gegenteil, vervollstän-
digt sie. Es wird ebenfalls gezeigt, wie Änderun-
Die Entwicklung einfacher Formeln und Modelle gen bei einigen Variablen die Produktivität eines
unterstützt die Umsetzung einer dynamischen Terminals verändern.
Planung, indem der Entscheidungsprozess und
somit eine schnelle Anpassung an geforderte
Varianten und an unerwartete Situationen unter-
stützt wird.

NEWS FROM THE NAVIGATION COMMUNITY
A NEW PRESIDENT FOR PIANC

May 17, 2011 represented a big milestone for our Association, as for the fi rst time in its history elections took place
in order to vote for a new PIANC President. Four persons put forward their candidacy for becoming Mr Van den
Eede’s successor:
- Geoffroy Caude (France)

- Jim McCarville (USA)
- Philippe Rigo (Belgium)
- Christian De Meyer (UK)
All four candidates got ten minutes in order to present their policy plans to the General Assembly, after which
there were ten minutes of Questions & Answers.
Under the precise leadership of Senior Vice-President Shiv Batra, all votes were collected and counted by the four
Vice-Presidents behind closed doors after both the fi rst and the second (anonymous) voting round (second voting
round between Mr Caude and Mr McCarville), taking into careful consideration the PIANC Rules & Regulations.
Mr Batra explains the voting procedure The Vice-Presidents count the votes per candidate
After the second voting round, Mr Batra announced Mr Caude as the winner of the election with a big majority of
the votes and therefore he will become the new President of PIANC. We would like to congratulate Mr Caude with
this mandate and we wish him all the best in order to fulfi l his tasks in the best way.
Mr Caude thanked all the Delegates who voted for him
and said he would do his very best for the Association.
He also said he will take the three other candidates on
board for their advice in the future.
Mr Caude is the new President of PIANC

NEW PIANC PUBLICATIONS

MarCom Working Group report 113
‘The Application of
Geosynthetics in Waterfront
Areas’
MarCom Working Group 113 – ‘The Applica-
tion of Geosynthetics in Waterfront Areas’
has been published in June 2011 and can
be found on the PIANC website:
- For free on the Members Only pages – for

PIANC members
- For purchase in the PIANC on-line web-

shop at http://www.pianc.org/technicalre-
portsbrowseall.php, under ‘MarCom’ – for
non-members. A summary of the report
can also be found here.
PIANC REPORTS
IN THE PIPELINE
The following publications are expected to be published soon:
- WG 114 (MarCom WG 57): ‘Stability of Pattern Placed Revetment Elements’
- WG 115 (EnviCom Task Group 2): ‘Towards a Sustainable Waterborne Transportation

Industry’
- WG 116 (RIS WG 125): ‘Guidelines and Recommendations for River Information Ser-
vices’

PIANC RecCom WG 131

‘Catalogue of Prefabricated Marina Elements
The use of prefabricated elements in the construction of marinas has become very common
practice. Prefabricated elements usually provide important advantages (higher performance,
ecological benefits, cost reduction, construction efficiency, etc.).
Marina designers, contractors and operators around the world are, however, currently facing
problems in identifying and selecting the optimum product for their specific project. Infor-
mation on prefabricated elements is nowadays dispersed, not easily available and almost
impossible to evaluate.
PIANC, as an international non-profit association, is in an optimum position to assist by pro-

ducing a Catalogue of Prefabricated Marina Elements. Each producer will be fully respon-
sible for the technical and commercial information that will be included in the Catalogue.
Therefore, the inclusion of a certain type of element in this PIANC Catalogue should not be
deemed as confirmation by PIANC of its technical quality or suitability for any particular ap-
plication.
If you wish to contribute to the catalogue, you can access the electronic form of the cata-
logue questionnaire sheet at:
http://www.marinaelements.pianc.org/marinaelementsquestionnaire.php
More information can be found at
http://www.pianc.org/edits/cataloguemarinaelements.htm
Francesco Prinzivalli
Chairman of RecCom 131

PENTA-OCEAN
becomes New Platinum Partner of PIANC
It is a great honour for us to be admitted to PIANC activities as one of the Platinum Partners. Being afforded
with a higher level of membership, we offer our tireless support and utmost effort to further the aims and goals
of PIANC in all its endeavours.
PENTA-OCEAN, established in 1896 in Hiroshima, is one of the leading Japanese contractors based in Tokyo,
Japan. The firm has been pioneer in civil and marine engineering and has an impressive track record, most
notably the first phase of the Expansion of the Suez Canal from 1974 to 1980, where PENTA-OCEAN as the
prime contractor earned admiration and praise for its name became known across the globe. Today, PENTA-
OCEAN is one of the preeminent global marine construction companies.
Following enormous operational expansion, the company is continuously undertaking large-scale harbour and
coastal facilities projects involving sea wall construction, foundation work, undersea tunnel and most notably,
its reclamation work in South East Asia. The company’s overseas activities make a vital contribution to the
overall operations of PENTA-OCEAN, with on-going projects currently being carried out in Singapore, Hong
Kong, Vietnam, Indonesia, Micronesia and elsewhere.
In addition to its marine engineering business activities, PENTA-OCEAN is also a pioneer in architectural en-
gineering, designing and constructing many large-scale, state-of-the-art buildings. Through all of its activities,
PENTA-OCEAN will strive to enhance its reputation as a top-ranking comprehensive engineering and con-
struction enterprise world-wide.
Dedicated to protecting the global environment, PENTA-OCEAN is at the forefront in developing sound, techni-
cal ideas, both innovative and responsible, ensuring economic progress in harmony with environmental con-
cerns.
PENTA-OCEAN is also dedicated to providing high quality construction services and building a trustful relation-
ship with stakeholders; our policy is to create a nature rich environments and operate with enterprising spirit
that can cope with the changing society.
PENTA-OCEAN’s goal for the future is to establish a total engineering approach to its myriad business ventures
by integrating both hardware and software, formulating and drawing all elements together – to give customers
outstanding service, start to finish.
Finally, in today’s intensely competitive single global market, PENTA-OCEAN continues to take bold steps to
achieve its future goal and vision.
Hisao Ouchi
PENTA-OCEAN
PIANC is very pleased to have PENTA-OCEAN amongst the PIANC Platinum Partners
and gives them a warm welcome on board!

PIANC RECCOM
‘RECREATIONAL NAVIGATION IN COASTAL AND
INLAND WATERS’ – POSITION PAPER
PIANC RecCom’s objective is to improve understanding the relationship of recreational navigation and other
human activities related to coastal and inland waters, to improve the quality of life, safety and to minimise the
activity’s environmental impact. Supporting quality and sustainability in recreational navigation infrastructures,
PIANC RecCom’s aim is to make people understand better the importance of waterborne transport systems for
environment protection and improvement.
Having in mind this objective, RecCom recently prepared a Position Paper on this topic. This initiative was
approved by PIANC ExCom during its last meeting before the AGA and received endorsement by ICOMIA
IMG at its May meeting. The document, translated in several languages, will be distributed to the media and
magazines in addition to its publication on the PIANC website (http://www.pianc.org), where it will be available
to download free of charge (under the heading ‘Publication Highlights’ on the homepage).
Elio Ciralli
Chairman of PIANC RecCom
PIANC Marina Excellence Design

Jack Nichol Award (MEDA) 2011
PIANC RecCom announces 2011 Marina Excellence
Design Jack Nichol Award Recipient
The Mandurah Ocean Marina, located in Western Australia, was selected as the 2011 recipient of the PIANC
Marina Excellence Design Jack Nichol Award for its excellence in functionality, aesthetics, and environment
consideration. The Award recipient was announced and recognised at the AGA in Berlin in May. Additionally, Mr
Elio Ciralli (PIANC RecCom Chairman) presented the award to Mr Cris Carman at the ICOMIA World Marinas
Conference this May in Singapore.
The opening of Mandurah Ocean Marina in 2001
fulfi lled a 30-year community vision to convert its
abandoned shoreline into a dynamic waterfront
destination. The core objective of the initiative was
community accessibility (90 % of the marina is ac-
cessible to the public) with an underlying objective
as an economic catalyst for the community.
Mandurah Ocean Marina, a 62-hectare development

500 metres from the Indian Ocean, is a mixed-use
fully integrated marina combining maritime, residen-
tial, commercial, tourism and recreational areas,
Cris Carman receives from Elio Ciralli the PIANC MEDA

2011 for Mandurah Ocean Marina, Western Australia

the fi rst of its kind in Australia. The range of amenities and services at the development include residential and resort
accommodations, restaurants, cafes, retail shops, entertainment venues, beaches and parks, and a host of activities
for boating and fi shing enthusiasts. Within the twin harbours (North and South), there is permanent moorage for 639
vessels with 390 recreational, 36 commercial, 213 club slips; recreational berths range in size from 8 to 20 metres
and commercial berths 15 to 25 metres. Separate boat launch facilities are provided for trailer vessels, with parking
for up to 80 trailers and non-powered craft (small sailboats, canoes, and kayaks), in addition to a hardstand storage
area and stacking facility for up to 245 vessels. Visitor (day) berths for small recreational craft to luxury yachts are
located alongside the boardwalk. A full suite of marina support facilities are available, including specially-designed
wheelchair fi shing access, restrooms, showers, food service, and fi shing and sailing club.
Aesthetically, the marina was developed to ensure a natu-

ral, seamless transition from the older city centre to the
new facilities. An iconic pedestrian suspension bridge
links the North and South Harbours, the fi rst of its kind
in Western Australia. In the North Harbour, enhancement
of both public access and landowner privacy is achieved
with a split height dual wall system. In the South Harbour,
Venetian-style canals and pedestrian bridges create a se-
ries of residential islands accessible via small crafts (less
than 6 metres in length). Throughout the marina, consid-
eration of the natural coastal environment and proximity
to the urban city centre is evident in the landscaping and
building design.
Mandurah Ocean Marina
Overall, the marina was designed and continues to operate in a functionally effective and environmentally-friendly
manner. Several environmental management plans for dewatering, dredging and reclamation and water and sedi-
ment quality were developed prior to construction. Rules and regulations for a clean marine environment policy
involving pump-outs and waste and oil recycling are enforced during the daily operation of the facility, reducing
the marina’s impact on the surrounding environment. Local and renewable materials and resources were used (or
reused) in the design and construction of the facility. Additionally, old facilities that were sources of pollutants were
upgraded or removed. The existing estuary was enhanced through the rehabilitation of the existing and creation of
new public open spaces and native landscaping on shorelines.
The result is a facility that is safe and easy for boaters to use, attractive and appealing to boaters, and utilises materi-
als and construction methods that are environmentally friendly and minimise impacts on the environment.
The Call for Applications for the 2012 PIANC Marina Excellence Design Award has been posted.
Applications are due September 30, 2011. Visit the http://www.pianc.org/awardsjacknichol.php
for more information and for the call for applications for the MEDA 2012.
Elio Ciralli,
Fabiana Maccarini,
Lars Odhe,
Robert Nathan & Jessica McIntyre
PIANC RecCom Editing Subcommittee


PIANC RECCOM IN THE WORLD

World Marinas Conference 2011 Singapore
PIANC RecCom members Elio Ciralli (Chairman), Robert Nathan (USA) and Lars Odhe (Sweden) attended and par-
ticipated in the ICOMIA World Marinas Conference 2011 held in Singapore this May. Mr Ciralli and Mr Nathan were
invited as speakers and presented current PIANC and RecCom activities and the status of RecCom’s Working Group
134 – ‘Design and Operational Guidelines for Super Yacht Facilities’.
Elio Ciralli,
Fabiana Maccarini,
Lars Odhe,
ICOMIA Marinas Group (IMG)

45th Meeting
RecCom members Mr Ciralli and Mr Nathan attended the ICOMIA Marinas Group 45th meeting (also held in Singa-
pore) to further the mutual endorsement of and participation in each organisation’s activities. During this meeting,
IMG formed a specifi c subcommittee for participating and contributing to PIANC RecCom activities. Additionally, Mr
Ciralli presented to IMG recently developed ‘PIANC RecCom Recreational Navigation in Coastal and Inland Waters
Position Paper’ which received unanimous endorsement by IMG.
Elio Ciralli,
Fabiana Maccarini,
Lars Odhe,
JOIN THE PIANC YOUNG

PROFESSIONALS LINKEDIN GROUP
Join the the PIANC Young Professionals LinkedIn group
(http://www.linkedin.com/groups?mostPopular=&gid=1
798810) and stay up-to-date on current YP events. For
more information on YP activities and YP contacts within
the commissions and national sections, visit the PIANC
YP-Com webpage at http://www.pianc.org/ypcom.php.
Jessica McIntyre
Secretary of PIANC YP-Com

intake totalled 900 m and the brine ing the launch.
SOUTH AFRICA discharge 700 m.
To facilitate with the launch and buri-
Mossel Bay Sea Water Intake To provide on-bottom stability to al of pipes through the surf zone a
and Brine Discharge Sub Sea the pipelines, concrete weight col- 150 m long sheet-piled cofferdam
Pipelines lars were fabricated and attached was constructed. The sand inside
to the pipes at a spacing of 4.8 m. the cofferdam was dredged to de-
Murray & Roberts Marine (MRM) has They weighed 2.7 t for the 900 mm sign invert level with customised
been awarded the contract for a 900 pipe and 1.3 t for the 630 mm pipe. dredging plant.
mm outside diameter (OD) HDPE This resulted in both pipes having
seawater intake pipe as well as 630 20 % residual buoyancy, which is A 16 t (dry weight) intake manifold
mm OD HDPE brine discharge pipe less the industry standard of 30 %. was fl oated out from the Mossel Bay
at Mossel Bay (South Africa). These The weight collars for both pipelines harbour, sunk in position and con-
pipes will assist in providing the Mos- were attached on land prior to the nected to the intake pipe. The intake
sel Bay Municipality and PetroSA pipelines being installed. manifold was then weighted down
with 15 ML/day of potable water. with 3” stud link ballast chain. A 7 t
The pipes were installed using the diffuser structure will soon follow the
The 900 mm diameter pipe equals air displacement fl oat and sink meth- same installation method.
the biggest HDPE pipeline ever in- od. Unlike standard practise, MRM
stalled on the South African coast- decided to start the sinking from off- The design of all temporary works
line. shore side due to the very shallow and installation stress calculations
seabed profi le posing the danger of was carried out by the Murray &
In June 2010 MRM started with the trapping air in the pipe. Both pipes Roberts Marine design offi ce in
construction of the pipes by butt (fu- were pulled by a tug from land into Cape Town.
sion) welding 12 m pipe sections the ocean from where the sinking
into strings of approximately 120 m was controlled through opening and Menno Gazendam
(due to the constraints of working closing of valves by divers. The 120 Project Engineer MRM
in a very small site). The seawater m strings were fl anged together dur-
Mossel Bay desalinisation plant pipeline

PIANC De Paepe-Willems Award

(DPWA)
Call for Applications
This yearly prize is being given in honour of Professor Gustave Willems, President of PIANC
from 1956 until his death in 1982. As the PIANC President for seventeen years, Robert De
Paepe fostered the international spirit and the professional development of PIANC. In 2002,
it was decided to merge the ‘Foundation Robert De Paepe’ with the Gustave Willems Award.
As from 2003, the former Gustave Willems Award will be known as the ‘PIANC De Paepe-
Willems Award’.
Contestants for the prize are required to submit a paper on subjects in the fields of design,
construction, improvement, maintenance of operation of inland and maritime waterways (riv-
ers, estuaries, canals, port approaches), of inland and maritime ports and of coastal areas.
The Award consists of an amount of € 5,000 and free membership of PIANC for a five-year
period. All applications are due on August 31, 2011.
Please visit http://www.pianc.org/awardsdepaepewillemsapplicationform.php for the applica-

tion form and http://www.pianc.org/awardsdepaepewillemsrules.php for the DPWA-rules.

tem, the alternative of no systematic USACE Mississippi Valley Division
UNITED STATES approach or a failure in the system website:
or an unrestored system in time for http://www.mvd.usace.army.mil/
Operation Watershed – the next high-water event would be
Managing the Great Flood devastating to our nation’s economy Follow us on Facebook:
and quality of life. An unreliable sys- http://www.facebook.com/pag-
of 2011 tem will: obstruct the nation’s ability es/Birds-Point-New-Madrid-
to generate power; reduce the sup- Floodway-Joint-Information-
VIDEO: The Mississippi River Com- ply of drinking water; make reliability Center/120898681323357?sk=wall
mission (MRC) and US Army En- of waterborne transportation along
gineer and Development Center the inner coast uncertain – causing Watch us on YouTube:
(ERDC) Teams updated the Mis- unnecessary increases in consumer http://www.youtube.com/user/Mem-
sissippi River &Tributaries (MR&T) prices and impacting national secu- phisDistrictCorps
project fl ood video previously made rity.
under the leadership of then MRC http://www.facebook.com/pag-
President LTG Bob Flowers. It helps More Useful Information: es/Floodfight-2011-Operation-
explain the project in the context of Watershed/224660890882470
the 2011 Flood. For daily river stages:
www.rivergages.com MG Michael J. Walsh
Link: http://www.youtube.com/watc MRC President
h?v=SiPqy76vPtM&feature=playe
r_profi lepage
Besides some interesting speeches
KOREA by several distinguished speak-
The MR&T system has performed
as designed, but if this same great 27th IAPH Conference in ers, four working sessions were
river is to be ‘lived with’ in future high organised on four subject areas.
Busan Some thirty speakers from within the
AND low water events, the locals,
states and government must begin Association and from outside made
The 27th IAPH Conference took informative and stimulating presen-
work now to repair, rebuild and re- place in Busan, Korea on May 23-
invest in the infrastructure that pro- tations, which provided an excellent
27, 2011. Former PIANC President forum to share best practices and
tected lives, a national investment, Eric Van den Eede and PIANC
businesses and communities. The experiences.
Secretary-General Louis Van Schel
MR&T system of fl oodways/spill- attended the event, which attracted
ways, backwater areas, channel The next IAPH Conference will take
some 700 delegates, accompany- place in Los Angeles (USA) on May
improvements, levees/fl oodwalls, ing persons, invited speakers and
gates, pumps, reservoirs, relief wells, 6-10, 2013. More details can be
VIP guests from 52 countries in the found at http://www.iaph2013.org/.
ditches and intensive multi-state wa- world. The Conference was hosted
ter mgt continues to protect people by Busan Port Authority, under the
and major infrastructure that sup- theme of ‘Embrace Our Future and
ports the nation’s economy.The sys- Expand Our Scope’.
tem is under stress but performing to
the level expected. The MR&T sys-
tem is incomplete (~89 % complete).
Based on preliminary estimates with
the MR&T system in place the nation
has avoided damages in the 2011
epic fl ood of more than $ 60 billion
in the Louisiana portion alone – the
System protects more than $ 200
billion worth of assets. While many
people are suffering the pain and
devastation of fl oodwaters and cargo
shipments have faced weeks of dis-
ruption from lock and waterway clo- Mr Van den Eede, Mrs Van Schel, Mrs Van den Eede and Mr Van Schel,
sures throughout the navigation sys- together with Mr Sunohara and Mr Yagyu

and enhance their operations. This is at hand (Old Town, shopping cen-
TRELLEBORG presents a powerful argument for in- tres, etc.). The airport is only ca a
PRESS RELEASE creasing capital expenditure and tak- 10 min. drive away by taxi (fare ca €
ing custom away from less commit- 8.00 – Note that the Euro is the offi-
Increased Investment ted ports, harbours and terminals.” cial currency in Estonia since the be-
Boosts Future ginning of 2011) and bus n°2 is also
Louise Wheble available (fare € 1.60, stop opposite
Port Revenues PR Account Manager the hotel). As Tallinn is the Cultural
IAS B2B Public Relations Capital of Europe in 2011 there will
Almost half (47 %) of port owners, be different events to enjoy by ac-
contractors and consultants believe companying persons and delegates
that investment in new port-side in- during spare time.
frastructure will directly contribute to
creating new business. The findings,
ON THE CALENDAR
If you are interested in sightseeing
detailed in Trelleborg’s Barometer outside Tallinn we strongly recom-
Report survey, indicate that ship- NordPIANC 2011
mend the tour to Lahemaa (Bayland
ping companies will commit a higher in English) National Park on Septem-
degree of business to ports if invest- ber 3, 2011. It is situated east of Tal-
ment levels increase. linn with its western border about 40
km away. There is a lot to see: from
Just over a third (39 %) of port de- different landscapes (e.g. Viru bog)
cision-makers believe that shipping to cultural monuments, e.g. more
companies appreciate upgrades to than a century old manor houses.
facilities, even if they can’t establish Two of them (Palmse and Sagadi)
a direct link to increased shipping are open as museums. You will find
activity. Meanwhile, just one in ten NordPIANC 2011 will take place in
Tallinn, Estonia on September 1-3, more information about Lahemaa
(13 %) claim that shipping compa- National Park at www.lahemaa.ee.
nies have no regard for port-side in- 2011. Those who have not yet re-
turned their Registration Form (to be The tour will be free and by coach
vestment at all. (Remember to mark this on your
found at http://www.pianc.org under
‘Calendar Highlights’ on the homep- Registration Form!).
Richard Hepworth, managing direc-
tor of Trelleborg Marine Systems, age), are urged to do it soon, as it
is needed for the hotel reservations. Vaido Kraav
says: “It’s pleasing that there is a PIANC Estonia
correlation between increased port The preliminary programme can be
investment and higher satisfaction found at http://www.pianc.org/down-
levels among shipping operators. It loads/events/NordPIANC2011%20
is often difficult to quantify the pay- Preliminary%20Programme.pdf. Register Now for
off, but our research shows that new Smart Rivers 2011!
business creation is a benefit many The official part of the meeting will
enjoy.” start on September 1, 2011 at 13:00 On behalf of PIANC USA, our Smart
p.m. Those who will visit Tallinn for Rivers sponsors and cooperating or-
Trelleborg Marine Systems says the first time or do not have the pos- ganisations, it is my pleasure to ex-
that ports are beginning to invest sibility to become acquainted with tend this invitation to join us on Sep-
more heavily in integrated berthing, Old Town (under UNESCO protec- tember 13-16, 2011 in New Orleans,
docking and mooring systems to im- tion) will have the opportunity to take Louisiana, for the Smart Rivers 2011
prove speed, safety and efficiencies part in the guided sightseeing tour Conference. This upcoming Confer-
for shipping companies. And it is in on September 1 before noon. ence has been organised to bring to-
these areas that both parties can gether the world’s top professionals
profit. With regard to accommodation pre- in all aspects of inland/river trans-
liminary bookings have been made portation, including more than 250
Hepworth adds: “Operators, consul- with the Sokos Hotel Viru (break- private sector, government and aca-
tants and contractors are confident fast included). For more information demic participants.
that shipping companies will com- about the hotel see web page: www.
mit more business to their port if viru.ee. The hotel is situated in the The three-day Conference will in-
the infrastructure is able to support very centre of Tallinn and everything clude technical sessions, field tour

opportunities, industry exhibits, net- The venue, New Orleans, Louisi- If your company provides goods and
working events, and pre-conference ana, also called the ‘Big Easy’, is a services related to any aspects of in-
short courses. During the opening wonderfully unique city, rich with his- land/river transport, then sponsoring
plenary session on Wednesday, tory and culture. During the 18th and and exhibiting at the Smart Rivers
you will hear the latest news about 19th centuries, New Orleans domi- Conference is the ideal opportunity
the Inner Harbor Navigation Canal nated the Caribbean as the most to gain international exposure and
(IHNC) Hurricane Surge Barrier in active port city and trade destina- develop new industry contacts and
New Orleans, the largest Corps Civil tion for island crops like sugar cane, customers. We are also collecting
Works Design/Build project and the rum, tobacco and fruit. Today, New contributions to the student travel
largest surge barrier of its kind if the Orleans is a ‘cultural gumbo’ that is scholarship fund. For more infor-
world. Then, as part of the tours on welcoming and enjoyable for visitors mation on sponsoring and exhibit-
Friday, you will have the opportunity from around the world. ing, go to http://smart11.pianc.us/
to see the IHNC Surge Barrier up or contact Kelly Barnes at 703-428-
close. With almost one-hundred pre- This Smart Rivers Conference prom- 9090/ Kelly.J.Barnes@usace.army.
sentations addressing all aspects of ises to be very rewarding, having a mil. Space is limited, so don’t delay
inland/river transportation (including full array of nationally and interna- – sign up today!
Infrastructure, Environmental Man- tionally recognised speakers. Don’t
agement, Safe Operations, Public miss this opportunity to network with We look forward to seeing you in
Policy & Finance and more!), you will your industry peers and enhance New Orleans in September,
have a diffi cult time choosing which your professional knowledge. Reg-
session to attend. Check out the ister today! Craig E. Philip
Conference website (http://smart11. Smart Rivers 2011 Conference
pianc.us/) for a complete listing of all It’s not too late to sponsor or exhibit Chair
the interesting presentations that are at the Smart Rivers 2011 Confer-
scheduled to be offered. ence!

PIANC 2nd International Yangtze Mississippi World Canals
Workshop on Rivers Forum Conference 2011 in
Innovations in Groningen attracts
The American Society of Transpor-
Navigation Lock Design tation and Logistics invites you to great interest
register for this year’s Yangtze Mis-
In conjunction with the Smart Rivers sissippi Rivers Forum. This event
2011 Conference, the 2nd Interna- hosted last year in Chongqing
tional PIANC Workshop on Innova- China, will be a continuation of the
tions in Navigation Lock Design (PI- dialogue between U.S. and Chinese
ANC WG 106) will be held in New private and public entities regarding
Orleans, Louisiana (USA). Addition- the use of inland waterways. The full
ally, the inaugural meeting of the day programme on Monday is being
new PIANC WG 155 on ‘Ship behav- held at the same venue and immedi-
iour in locks and lock approaches’ is ately prior to the Smart Rivers 2011 The 24th World Canals Conference,
planned on September 12, 2011. For Conference. Please visit http://www. entitled ‘Waterways – Ways of Val-
more information about the work- pianc.org/downloads/sailingahead/ ue©’ will be held in Groningen on
shop, please download the fl yer at Sailing%20Ahead%20June%20 September 19-22, 2011. This an-
http://www.pianc.org/downloads/ 2011/Yangtze%20Mississippi%20 nual international forum covering
sailingahead/Sailing%20Ahead%20 Rivers%20Forum.pdf for more in- everything to do with canals both
June%202011/Locks%20Workshop. formation about the Yangtze Missis- old and new will come to The Neth-
pdf or visit the Smart Rivers website sippi Rivers Forum. erlands for the fi rst time. The event,
(http://smart11.pianc.us/). which will showcase the richness of
Kelly Barnes The Netherlands’ waterways, has at-
Philippe Rigo PIANC USA Deputy Secretary tracted a lot of interest from abroad,
Vice-Chairman of PIANC InCom as evidenced by the list of promi-
Chairman of PIANC WG 106 nent speakers.The Conference itself

will consist of four intensive days of The 3rd Biennial PIANC YP-Com Dredging 2012
meetings, with presentations and Technical Visit will be on October
ten working visits by coach and boat 14, 2011. The day will begin with
to the northern provinces and Ger- a trip from Rotterdam City Center
many. Participants may then join an to Futureland (the Maasvlakte 2
optional post-conference tour which visitor center) followed by lectures
will end in Zaandam. on Maasvlakte 2. In the afternoon,
marvel an engineering wonder with
The World Canals Conference a tour of the Maasvlakte 2 site.
(WCC) is held in a different country Maasvlakte 2, an extension of the
each year. These international con- existing Maasvlakte, will create
ferences are facilitated by Inland 1,000 hectares of space for deep-
Waterways International (IWI), a sea related container transship-
non-profi t organisation which pro- ment, distribution and chemical
motes the preservation, use, rede- industry. With this expansion, the
velopment and sustainable man- Port of Rotterdam will be the fi rst
agement of waterways all over the European port to provide 24-hour
world. The Groningen conference access to the world’s largest ships.
will focus on economics, spatial To compensate for the impacts to
planning, heritage, technology and the surrounding aquatic community,
ecology. The goal will be to perma- the project will also include the cre-
nently raise the profi le of the water ation of a sea bed protection area
infrastructure. As well as a forum for reserve and enlargement of the ex-
sharing knowledge and expertise, isting dune area.
the WCC also provides an opportu-
nity to forge new ties and establish The event is being organised by PIANC USA and COPRI/ASCE are
new, future-oriented networks to YP-Com Netherlands delegates pleased to announce the dates and
foster the sustainable development Alice Clijncke and Robert-Jan de location for the 4th specialty confer-
of shipping, water-based recreation, Waal. Other activities surrounding ence on dredging and dredged ma-
and hydraulic engineering. the main event include dinner the terial disposal, Dredging 2012. Since
evening before and of the technical it will have been 10 years since the
More information about the event visit and a cultural visit of a Dutch last conference, held in Orlando,
can be found at http://www.worldca- city on October 15. The Fall YP- FL, in 2002, many new issues have
nalsconference2011.nl/. Com meeting will be the day prior emerged and will be discussed and
(October 13). All Young Profession- debated. Please visit http://www.pi-
JanPieter Janse als are invited to attend, but there is anc.us/docs/news/news20101230-
Projectmanager WCC2011 NL a maximum number of 50. In order Dredging2012.cfm to fi nd out more
to fi nalise details for the technical details about the event.
visit, we need a handle on numbers.
If you would like to attend, please let Bob Engler
Sign-up for PIANC us know by responding to the post USA
on the PIANC Young Professionals
Young Professionals group LinkedIn page at http://www.
Visit Maasvlakte 2 in linkedin.com/groups?mostPopular
=&gid=1798810. All annoucements First International
October Underway
regarding the visit will be posted Conference on Dams
here, so if you haven’t joined yet
please do so today!
and Hydropower in Iran
The fi rst International Conference on
Jessica McIntyre
Dams and Hydropower in Iran will be
Secretary of PIANC YP-Com
held in Tehran on February 14-15,
2012. The primary objective of this
Conference is to allow the dams and
hydropower practitioners around the

world to gather, present and share 1. History of Maritime Connections
their knowledge and experience in 2. Technological Changes in Ship- ALSO IN THE NEWS
order to promote and enhance re- ping, Ports and Cargo Handling
lated research and activities. The 3. Political, Social and Economic As- It’s no mystery what
Conference further provides an ex- pects
cellent opportunity for turning implicit 4. Environmental Issues on Oil Pol- good is happening on
experience earned by hydropower lution and Reduction of Noxious Plum Island, New York
professionals into explicit expertise Gases
required to improve dams and hy- 5. Legal Aspects As a child growing up on Long Is-
dropower projects, particularly in the 6. Possible Future Developments land, New York, I was curious, along
developing countries. with other children, what was occur-
Abstracts have to be written in Eng- ring on the mysterious Plum Island,
Following the second National Con- lish (1 A4 page - 12 point font) and that’s restricted by the public and lo-
ference, which was successfully held are due on November 30, 2011. Au- cated just off our northeastern shore.
in 2009 attracting about 1,000 par- thors will be notified by December There was talk in the media, along
ticipants and 630 papers, including 15, 2011. The proceedings will be with movies and in books that the
26 educational workshops and many published by the Royal Academy Federal Government was conduct-
other activities, we are also pleased for Overseas Sciences of Belgium. ing animal experiments. So my vivid
to announce that the third National More information about the event imagination envisioned frankenstein-
Conference on Dams and Hydro- can be found at http://www.kaowar- ian operations being performed on
power will be held together with som.be/. animals who then roam the island’s
the first International Conference. barren beaches on additional arms
These conferences greatly benefit Christian De Meyer and legs.
from the support and participation of
the IR-IHA (Iranian Hydropower As- Ironically, I was reading the book
sociation), IRCOLD (Iranian branch - Plum Island by Nelson Demille –
of ICOLD), Ministry of Energy, Iran 14th IAIN Congress when I learned about the work, the
Water and Power Resources Devel- 2012 U. S. Army Corps of Engineers, New
opment Company (IWPCO), univer- York District has been performing on
sities, research centers, and many The 14th IAIN World Congress 2012 the island for the past decade. Plum
other non-governmental organisa- will be held in Cairo, Egypt, on Oc- Island is the location of the Plum Is-
tions (NGOs). tober 1-3, 2012 and will come in land Animal Disease Center (PIADC)
parallel with the 6th International that’s been in existence since the
For detailed information please visit Conference & Exhibition ‘Melaha mid 20th century. The centre has
our website www.icdhp.com. 2012’. The theme of this conference the important role of performing di-
is ‘Seamless Navigation: Challenges agnosis, research and education to
Mohamad Reza Rezazadeh & Opportunities’. protect America’s livestock and food
Conference Chairman supply from animal diseases.
Please visit http://www.pianc.
org/downloads/events/14th%20 The work by the Corps is support-
Interoceanic Canals IAIN%20Call%20for%20PAPERS. ing real and important work on the
pdf for the Conference Call for Pa- island, as well as preserving the is-
and World Seaborne pers. As part of the event, a trade land’s rich history and environment
Trade: Past, Present show will run in parallel to the Con- and improving area beaches for the
and Future ference. upcoming beach season. In 2001,
the Army Corps was asked by the
This is a Second Announcement and Dr. Refaat Rashad U.S. Department of Agriculture, pro-
Call for Papers for the Interoceanic President of IAIN & AIN prietors of the island at the time, to
Canals and World Seaborne Trade restore the eroding bluff around its
Conference, which will be held on historic light house that is no longer
June 7-9, 2012 in Brussels, Belgium. in operation. The Plum Island Light is
The themes of the International Con- situated on three-acres on the west
ference will be the following: end and was built in 1827.

Aerial of project area

(Credit: Stanley Michalowksi, USACE, New York District)
“We constructed an 800-foot rock Long Island. take it across Plum Island Harbour
revetment erosion control structure to get to the island. Ferries were hit-
to stop the erosion of the bluff”, said ting the bottom of the harbour, so the
Stanley Michalowski, Project Engi- harbour needed to be dredged and
neer, U.S. Army Corps of Engineers, deepened in order for the ferry to get
New York District. through and also to enable oil tank-
ers to bring fuel to the island.
“To build the revetment, 17,000 tons
of stone was used. Afterwards there In 2008, the Army Corps dredged
was some stone remaining, to rehab approximately 17,430 cubic yards of
two jetties located at the entrance sand from Plum Island Harbour and
to Plum Island Basin.” The stone this year dredged an additional 9,925
used for all of this work was benefi - The Army Corps used 17,000 cubic yards for use in creating and
cially reused material from the Army tonnes of stone to construct a stone reinforcing a previously constructed
Corps Sag Harbor Breakwater Re- revetment to restore the dune on the island and also to build
hab Project. eroding bluff around the historic a sand stockpile for emergency use
‘Plum Island Light’ lighthouse if the dune erodes.
In 2007, the U.S. Department of (Credit: Stanley Michalowski,
Homeland Security (DHS), the pro- USACE, New York District) Restoring this dune protects a fresh-
prietors of the island today, were so water wetland on the island. This
pleased with the Army Corps’ work The dredging work supports the im- freshwater wetland is the recharge
that they asked the agency to re- portant work that’s being performed area for the island’s main well fi eld
place a bulkhead and perform some and improving area beaches for the that supplies the island with all of
needed sand dredging in Plum Is- upcoming beach season. In order its fresh water. The dune acts as a
land Harbor, a body of water around for many workers to get to the is- barrier and prevents the ocean’s salt
the island, and Orient Harbor, a body land, they must travel on a ferry from water from mixing with the wetland’s
of water on the northeastern end of Orient Harbour and Old Lyme and fresh water ecosystem.

Restored bulkhead on Plum Island

(Credit: Stanley Michalowski, USACE, New York District)
The Army Corps placed sand, graded and seeded this dune on Plum Island that protects a freshwater
wetland on the island

In 2008, 46,000 square feet of the Park and Orient Point County Park. reational area for the public for the
dune was graded and vegetated with The Army Corps plans on dredging summer beach season.
hand planted beach grass. This year an additional 10,000 cubic yards this
an additional 13,250 square feet of fall. Dr. JoAnne Castagna is a technical
the dune was graded and vegetated. writer-editor for the U.S. Army Corps
In addition, fencing was placed on These beaches need the sand be- of Engineers, New York District. She
the dune to help prevent sand ero- cause they experienced serious can be contacted at joanne.cast-
sion. beach erosion from storms. The agna@usace.army.mil.
sand is being used to stabilise util-
The Army Corps also dredged ap- ity poles that were weakened and JoAnne Castagna
proximately 14,835 cubic yards of blown inward and protect roadways U.S. Army Corps of Engineers
sand from Orient Harbour and this that experienced erosion. In addi-
sand was used to restore two Long tion, the sand will build up beaches,
Island beaches – Orient Beach State which will provide additional rec-
One of two jetties that were rehabbed at the entrance of Plum Island Basin

PIANC General Secretariat
Boulevard du Roi Albert II 20, B 3
B-1000 Bruxelles
Belgique
http://www.pianc.org
VAT BE 408-287-945

On Course Pianc 143 Final - Jul 2011

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143 JULY

Theoretichal and Experimental Investigation

News from the Navigation Community

PIANC E-Magazine n° 143, July/juillet 2011

Responsible Editor / Editeur responsable :

Mr. Louis VAN SCHEL

ISBN: 978-2-87223-170-6 EAN: 9782872231706

All copyrights reserved © Tous droits de reproduction réservés

PIANC E-Magazine n° 143, July/juillet 2011

5 PIANC E-Magazine n° 143, July/juillet 2011

PIANC E-Magazine n° 143, July/juillet 2011 6

7 PIANC E-Magazine n° 143, July/juillet 2011

Très chers collègues,

PIANC E-Magazine n° 143, July/juillet 2011 8

9 PIANC E-Magazine n° 143, July/juillet 2011

MAURIZIO LENZI LEONELLO SCIACCA

ACMAR SAPIR Engineering

E-mail: maurizio.lenzi@acmar.it E-mail: lsciacca@sapir.it

FAUSTO VALMORI CESARE MELEGARI

SAPIR Engineering TECNIWELL

E-mail: fvalmori@sapireng.it E-mail: info@tecniwell.com

FABIO MALETTI PAOLA CAMPANA

Port Authority of Ravenna Studio CAMPANA

E-mail: info@port.ravenna.it E-mail: paola.geotech@libero.it

KEY WORDS necessary for guaranteeing the ongoing operability

11 PIANC E-Magazine n° 143, July/juillet 2011

Fig. 1: Plan of Darsena San Vitale – SAPIR Area Ravenna

PIANC E-Magazine n° 143, July/juillet 2011 12

2. FEATURES OF ules each having a length of 3.00 m and connect-

13 PIANC E-Magazine n° 143, July/juillet 2011

PIANC E-Magazine n° 143, July/juillet 2011 14

Fig. 5: a) Site stratigraphy – b) Distribution of effective stresses

15 PIANC E-Magazine n° 143, July/juillet 2011

PIANC E-Magazine n° 143, July/juillet 2011 16

€ and indicated with:

Fig. 8: Model of the tie rod-soil transfer curve interaction

17 PIANC E-Magazine n° 143, July/juillet 2011

The strength of the tie rod is therefore identified by

PIANC E-Magazine n° 143, July/juillet 2011 18

19 PIANC E-Magazine n° 143, July/juillet 2011

PIANC E-Magazine n° 143, July/juillet 2011 20

b) On the basis of the injection parameters thus

Photo 1: View of the machine Photo 2: Detail of the U.W.A. unit

21 PIANC E-Magazine n° 143, July/juillet 2011

Photo 4: Alignment of the tie rod with the project axis

Photo 5: Positioning of the U.W.A. unit in the water

PIANC E-Magazine n° 143, July/juillet 2011 22

Fig. 11: Schematic representation of the tensioning device

23 PIANC E-Magazine n° 143, July/juillet 2011

PIANC E-Magazine n° 143, July/juillet 2011 24

25 PIANC E-Magazine n° 143, July/juillet 2011

Fig. 15: Comparison between theoretical and experimental

PIANC E-Magazine n° 143, July/juillet 2011 26

27 PIANC E-Magazine n° 143, July/juillet 2011

Ravenna, July 31, 2010

10. TECHNICAL SCHEDULE OF

- UNI EN 12716 (2003): “Execution of special

- D.M. 14/01/2008 (2008): “New Technical Regu-

PIANC E-Magazine n° 143, July/juillet 2011 28

29 PIANC E-Magazine n° 143, July/juillet 2011

Consulting Coastal & Harbour Engineer

Tel.: +27 21 790 2263

KEY WORDS of its inception.

31 PIANC E-Magazine n° 143, July/juillet 2011