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IS 4651 Part 4 - 2014
IS 4651 Part 4 - 2014
( Third Revision )
© BIS 2014
FOREWORD
This Indian Standard (Part 4) (Third Revision) was adopted by the Bureau of Indian Standards, after the draft
finalized by the Ports, Harbours and Offshore Installations Sectional Committee had been approved by the Civil
Engineering Division Council.
This standard was first published in 1969 and subsequently revised in 1979 and 1989. This standard has been
taken up to incorporate further modifications necessary in the light of comments received from the users of this
standard. Method of design have been modified keeping in view the present practice and provision of IS 456 : 2000
‘Code of practice for plain and reinforced concrete (fourth revision)’.
The composition of the Committee responsible for the formulation of this standard is given in Annex B.
For the purpose of deciding whether a particular requirement of this standard is complied with, the final value,
observed or calculated, expressing the result of a test or analysis, shall be rounded off in accordance with IS 2 : 1960
‘Rules for rounding off numerical values (revised)’. The number of significant places retained in the rounded off
value should be the same as that of the specified value in this standard.
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Indian Standard
PLANNING AND DESIGN OF PORTS AND
HARBOURS — CODE OF PRACTICE
PART 4 GENERAL DESIGN CONSIDERATIONS
( Third Revision )
1 SCOPE 3.6 Temporary Load — The loads during
construction stage including construction live load.
This standard (Part 4) lays down the general design
considerations for dock and harbour structures. 3.7 Splash Zone — The splash zone is defined as the
zone between the chart datum and the design wave
2 REFERENCES height above the mean high water springs.
The standards given in Annex A contain provisions,
4 LOADS, FORCES AND STRESSES
which through reference in this text, constitute
provisions of this standard. At the time of publication 4.1 The loads, forces and stresses to be considered in
the editions indicated were valid. All standards are designing the structures are the following:
subject to revision and parties to agreements based on
a) Dead load ( DL ) (Including the weight of
this standard are encouraged to investigate the
marine growth);
possibility of applying the most recent editions of the
standards given in Annex A. b) Vertical live load;
c) Impact or dynamic effect of live load;
3 TERMINOLOGY d) Forces caused by the tractive effort or braking
For the purpose of this standard, the definitions given of vehicles, cranes, ship loader/unloader,
in IS 7314 and the following shall apply. material handling equipment, etc;
3.1 Added Mass — The surge, sway, heave, roll, pitch e) Centrifugal forces of vehicles moving on
and yaw motion of the body in the fluid will generate curve;
resistance of fluid against these motions and introduce f) Earth pressure;
a pressure field on the submerged surface. The g) Hydrostatic and hydrodynamic forces;
component of force due to this pressure distribution in h) Berthing forces from vessels;
phase with body acceleration is added mass and the j) Mooring forces;
component of force in phase with body velocity is
k) Forces due to wind;
damping.
m) Secondary stresses (stresses due to shrinkage,
3.2 Erection Stresses — The stresses produced due creep, temperature, etc, as applicable);
to pile gantry during construction, EOT crane,
n) Erection stage stresses;
container crane and skid beams, etc.
p) Live load ( LL );
NOTE — Erection stresses for container crane is generally not
q) Seismic forces or earthquake loads; and
required to be considered as the time when container crane is
off-loaded from the ship to the berth, the deck of the berth is r) Tsunami force.
completed in all respect in that particular stretch. Thus, that
part of the deck is already designed to carry even the moving 4.2 The above mentioned loads, forces and stresses
and traction load of the container cranes. should be worked out on the basis of provisions in
3.3 Extreme Load — The wave load to be considered IS 4651 (Part 3) and other relevant Indian Standards.
during storm and tsunami with 100 year return period. 5 COMBINATIONS OF LOADS, FORCES AND
3.4 Marine Growth — The marine growth is growth STRESSES
of marine organisms around the substructure like the
5.1 All members shall be designed to sustain safely
pile surface and deck bottom surface if sufficient air
the effect of the combination of various loads, forces
gap is not provided.
and stresses (see 4.1) that can possibly co-exist. All
3.5 Normal Load — The normal load is the load to calculations shall distinctly tabulate the various
be considered during operation of the structure with combinations of above loads and stresses covered by
one year return period. the design. The load combinations given in Tables 1
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and 2 should be considered in limit state and working 6.2.3 Partial Safety Factor for Material Strength
stress designs respectively. When assessing the strength of a structure or structural
5.2 Crane/machine operating loads [see 4.1 (b), 4.1 (d) member for the limit state of collapse, the values of
and 4.1 (e)] along with dead load [4.1 (a)], combined partial safety factors shall be taken as 1.5 for concrete
with wind load specified by the manufacturer or the and 1.15 for steel.
normal wheel load with maximum wind load as
6.3 Working Stress Method
specified in IS 875 (Part 3), whichever is more severe,
should be taken for design purposes. Working stress method or permissible stress method
may also be adopted in the designs till such time the
5.3 As berthing of vessel is deemed to be done in
complete changeover to the limit state method is made
relatively calm conditions, the berthing forces may not
in other relevant Indian Standards on the subject.
be considered to occur simultaneously with crane/
However as the limit state method is more rational and
machine operating load [see 4.1 (b), 4.1 (d)]
adoptable, the designs may be carried out by limit state
and [4.1 (e)], wind loads [see 4.1 (k)] or seismic forces
method.
[see 4.1 (q)]
5.4 Wind load [see 4.1 (k)] and seismic forces 7 PERMISSIBLE STRESSES
[see 4.1 (q)] need not be deemed to act simultaneously. 7.1 The following permissible stresses shall be adopted
for the working load method of design.
5.5 Seismic forces [see 4.1 (q)] need not be combined
with erection stage stresses [see 4.1 (n)], see berthing 7.1.1 When the load items mentioned in 4.1 (a) to 4.1 (r)
forces [see 4.1 (h)] and mooring forces [see 4.1 (j)]. are considered for possible appropriate combination,
the following shall be applicable, subject to the
5.6 Tsunami forces [see 4.1 (r)] need not be combined
stipulations contained in 7.1.2:
with erection stage stresses [see 4.1 (n)], see berthing
forces [see 4.1 (h)] or mooring forces [see 4.1 (j)] and a) For reinforced concrete structural members,
secondary stresses [see 4.1 (m)]. the permissible stresses shall be as specified
in IS 456;
6 METHOD OF DESIGN b) For prestressed concrete structural members,
6.1 Structures and structural elements may be designed the permissible stresses shall conform to those
by any of the following methods: specified in IS 1343;
c) For structural steel members, the permissible
a) Limit state method, and
stresses shall be as specified in IS 800;
b) Working stress method.
d) For timber structural members, the permissible
6.1.1 RCC and pre-stressed concrete members can be stresses shall be as specified in IS 883; and
designed by any of the above two methods whereas e) For timber or concrete piles, the safe bearing
for designing structures with other material, working capacity, and/or factor of safety shall be in
stress method should be adhered to. accordance with IS 2911 (Part 2) and IS 2911
(Part l/Sec 1 to 4).
6.2 Limit State Method
7.1.2 Increase in Permissible Stresses
In the limit state method of design, a structure is
considered unfit for use when it reaches a particular Under various combinations of loading, for use in
state called limit state at which it ceases to fulfill the working stress design, the partial load factor of 1.0
function or satisfy the conditions for which it is shall be used for loads given in Table 1. The permissible
designed. The structure shall be designed to withstand stresses in normal loading may be exceeded upto the
safely all loads liable to act throughout its life and it limit as indicated in Table 2 provided in no case does
shall also satisfy the serviceability requirements, such the stress exceed the yield stress or 0.2 percent of the
as, limitations on deflection and cracking, etc. proof stress of the material concerned.
6.2.1 All relevant limit states shall be considered in 8 CHOICE OF CONSTRUCTION MATERIAL
design to ensure an adequate degree of safety and
serviceability. In general, the structure shall be designed 8.1 The basic criteria adopted in the general choice of
on the basis of the most critical limit state and shall be construction material, such as, easy availability, easy
checked for other limit states. working, mechanical properties suited to the purpose
for which it is to be used and economic considerations,
6.2.2 Partial Safety Factors for Loads
hold equally good for dock and harbour structures. The
The values for the partial safety factor given inTable 1 durability under the environmental condition, however,
shall normally be used. is of particular importance in these marine structures.
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The aggressive action of sea water and/or the marine providing an economic solution. The actual
environment on the principal construction materials, recommendations as to the minimum metal
such as, steel, concrete and timber require special thickness depend upon the nature of the
attention. structure and its projected life. As a general
rule, it may be considered that any mild steel
8.2 Structural Steel used in marine structure, should have a
8.2.1 Unless otherwise specified, the steel shall minimum thickness of 6 mm when cathodic
conform to IS 2062. protection is provided, and a minimum
thickness of 10 mm when cathodic protection
8.2.2 The corrosion of steel varies in different is not provided. In any case, no structural steel
conditions of sea air or sea water exposure. Severe should be used in marine conditions without
corrosion, however, occurs in saline water and under protective coatings.
marine growth, specially in the splash zone and in the
reaches of the tidal range with alternate wetting and c) Use of special steel — Special alloy steels,
drying. Steel buried in ground is also subjected to such as, like those with 2 percent copper
corrosion under certain conditions. content can significantly arrest corrosion.
d) Jacketting with under water micro concrete
8.2.3 Any one or a combination of the following in splash zone — Special care has to be taken
remedial measures may be taken against the corrosion: in the splash zone where the protection could
a) Cathodic protection — Corrosion of steel be given by a under water micro concrete by
completely immersed under water or buried jacketting with suitable anti-washout polymer
in ground (where possibility of electrolytic based cementious grout.
corrosion exists) can be substantially NOTE — Any other suitable method with proper justification
eliminated, and corrosion of steel alternatively to the satisfaction of user may also be used
exposed to wet and dry condition can be
significantly protected by cathodic protection 8.3 Concrete
using an impressed current system or 8.3.1 Concrete has extensive use in harbour structures,
sacrificial anode system. such as, dock walls and floors, piles, sheet piles,
b) Increased section/Reduced stresses — Where caissons and monoliths, deck structures for jetties and
the cathodic protection is not practical or the wharves and breakwater armour blocks, apart from the
maintenance doubtful, extra thickness of use in dock buildings and in other structures above
metal or section may be considered for ground.
4
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8.3.2 The concrete structures built in aggressive serviceability shall be used for checking the deflection
environment are subject to attack by sea water of the berthing structures near the expansion joints at
penetrating into the mass. Concrete shall be made the deck level. The deflection for the berthing structure
impermeable to such a degree that it is not penetrated need not be controlled by limiting the deflection of
by the constituents of sea water. The most dense pile at the soil/dredge level.
concrete shall give the best result. Concrete grade not
less than M 35 for RCC, M 20 for PCC and M 40 for 8.4 Timber
prestressed concrete construction shall be used. 8.4.1 Timber has wide use in dock and harbour
Concrete grade not less than M 15 shall be used in structures. It can be used for sheet piles, bearing piles,
mass concrete construction. structural members in jetties, fenders, rubbing strips
8.3.3 The use of special type of cement and the total transit sheds and warehouses, as structural members
cement content in concrete also require careful and/or for door and window frames.
consideration. Blast furnace slag cement (see IS 455) 8.4.2 The hazards which face timber are the attack by
should preferably be used for marine structures. As an fungi and insecticides; and in sea water the attack by
alternative, ordinary Portland cement/Portland the marine borers. When used in dockside buildings
Pozzolona Cement [see IS 1489 (Part 1 and 2)] may the design shall be primarily guided by provisions of
be used provided next higher grade of concrete the relevant standards and protection against the attack
(see IS 456) than that required from strength of fungi and insecticides. The timber used in marine
consideration alone is used. The minimum cement structure, particularly if subjected to fluctuating tides,
content and maximum water cement ratio for all grades is prone to attacks by marine borers and require
of concrete for RCC and prestressed concrete preservative treatment.
construction shall be in conformity to Table 5 of IS 456.
8.4.3 An effective preservative treatment of timber is
8.3.4 As cracking in concrete members is to be creosoting which is normally applied by pressure
minimized, reduced stresses are recommended for impregnation (see IS 401).
concrete and steel to be used in the design of RCC
members subject to marine environments unless the 9 FENDERS
structure is checked against the formation of cracks.
The stresses in steel may be reduced to l65 N/mm2 in 9.1 Purpose
working stress design. As a guide, assessed surface The fenders shall absorb the impact of berthing vessel
width of cracks at points nearest to the main and also the chatter of the moored vessel in order to
reinforcement should not exceed 0.004 times the cover avoid damages to the vessel and to the structure.
of the main reinforcement or maximum crack width in Functionally, fenders shall accomplish the following
different zones given in Table 3, whichever is purposes:
minimum. Limit state of serviceability load
combinations shall be considered for crack width a) Absorb the berthing energy or impact of
calculation. vessels and transmit a designed or calculated
force to the structure, which shall not exceed
8.3.5 Nominal thickness of cover is to be provided for the allowable hull pressure,
the structures in marine atmosphere. It is recommended
b) The pressure exerted from the fenders system
for structures immersed in sea water, in splash zone
does not exceed the ship’s hull pressure
nominal cover shall be 75 mm and for all other
capacity. Hold the vessel off the face of the
exposure conditions (the zones above deck level,
structure and avoid rubbing against the
immersed and below mud line), the nominal cover shall
structure and consequent damages to the
be 50 mm as specified in Table 4.
vessel and the structure, and
8.3.6 The use of precast concrete elements is preferred c) Impart the thrust from berthing loads to the
for marine structures as they are cast under strict quality structure at predetermined or design points.
control and, therefore, are able to withstand the
destructive influence of marine environments better. 9.2 Type of Fenders
8.3.7 All the limit state of serviceability load The fenders may be made of rubber, steel, timber,
combinations excepting the one with seismic force shall brushwood, rope, concrete and similar material. Rubber
be used for maximum crack width check of structural has come into extensive use for fender system. Amongst
members and not for checking the deflection. The various types, there may be hollow-cylindrical or
permissible deflection of berthing structure need not rectangular rubber fenders, sandwich type known as
be checked for berthing or mooring load combinations. Raykin fender buffer, steel spring fenders, wood-
The seismic load combination for limit state of springing type fenders, horizontal and vertical timber
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the specific fenders. These should be adopted 10.3 The expansion joints in the sections shall be keyed
in design. It is, however, recommended that a where horizontal forces are required to be transferred
factor of safety of 2.0 should be applied over to the adjoining section and shall be so designed that
the ultimate energy absorption capacity of such changes in the length of the sections are not hindered.
fenders. The arrangement of keys for vertical support shall
f) Disposition of fenders — The disposition of depend on the soil conditions, the construction of the
the fenders shall depend upon the location of structure and the type of its loading. The expansion
the berths, the type of berthing structure, joints shall be covered to prevent the backfill from
conditions of berthing, etc. The longitudinal being washed out.
spacing for continuous quay should not
normally exceed 0.15 L where L is the length 11 BERTHING STRUCTURE SPECIFICATIONS
of the smallest ship. For island berths spacing
of primary fenders should be in the range of 11.1 Deck Elevation
0.25 L to 0.4 L where L is the length of the
Deck elevation to be given based on extreme loading.
smallest ship. If the range of design vessels is
large liner, an outer set of primary fender
11.2 Bracing of the Piles and Temporary Bracings
would become necessary. The vertical as well
as horizontal disposition of fenders shall be A pile driven at an inclination to the vertical to provide
so designed as to prevent the ship’s hull and/ resistance to horizontal forces is known as brace pile.
or berthing structure being damaged under all Design of bracing must consider the lateral forces due
tidal conditions. Ship’s bow radius and to currents, waves, earthquake, berthing and mooring,
approach and flair angle and in specific cases, etc. Sometimes bracing of the piles shall be done to
may extend from the cope level to the low strengthen the structure. In the case of temporary
water level. bracing, structure shall be checked before and after
the removal of temporary bracings.
10 EXPANSION JOINTS
10.1 A sufficient number of expansion joints shall be 11.3 Reinforcement Detailing of Piles
provided depending upon the type of the structure, the
sub-soil and the atmosphere conditions in order to The shear reinforcement need not be provided when
accommodate movements arising from shrinkage, maximum shear stress calculated is less than half the
temperature changes and some yielding of the permissible stress in accordance with 26.5.1.6 of IS
foundation. The steel reinforcement shall be so 456. For ductility requirement in piles, 12 mm diameter
designed that it also acts to provide the shrinkage and stirrups shall be provided at a spacing of 150 mm centre
temperature cracks. to centre. Effective length of the pile shall be taken
based on sway and non sway frame condition as per
10.2 As a general rule, a length of 60 m to 300 m Annex E of IS 456.
between the expansion joints is recommended for
structures, such as solid quay walls or pile supported 12 Integrity Test/Free Vibration Test of Berthing
deck structures. Expansion gap shall be provided Structures
however in general depending on type of structure, type
of soil and deflection during earthquake. The expansion The free vibration test shall be carried out to know the
gap shall be calculated considering limit state of natural frequency of the structure by pushing the
serviceability load combinations and provide suitably. structure using a TUG boat. The free vibration response
The crane track shall be designed suitably at expansion of the structure can be recorded using three acceleration
joints. For suspended deck resting on flexible long pick-ups mounted orthogonally. This test can be
piles, length of the expansion joint shall be based on repeated after any natural calamity to assess the damage
the detailed analysis of the whole structure. of the structure.
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ANNEX A
(Clause 2)
LIST OF REFERRED INDIAN STANDARDS
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ANNEX B
(Foreword)
COMMITTEE COMPOSITION
Ports, Harbours and Offshore Installations Sectional Committee, CED 47
Organization Representative(s)
In personal capacity (3353, Sector D Pocket 3, Vasant Kunj DR M. HARIHARAN (Chairman)
New Delhi 11070)
Ministry of Shipping, New Delhi SHRI B. POIYAAMOZHI
SHRI H. N. ASWATH (Alternate)
Afcon Infrastructure Limited, Mumbai SHRI V. RAMAMURTY
SHRIMATI VASUMITHA JOSHI (Alternate)
Central Institute of Coastal Engineering for Fishery, Bangalore SHRI C. T. BETGERI
SHRI N. VENKATESH PRASAD (Alternate)
Central Water & Power Research Station, Pune DR I. D. GUPTA
SHRI M. D. KUDALE (Alternate)
Chennai Port Trust, Chennai SHRI R. SRINIVASAKANNAN
SHRI V. R. ALAGUVEL (Alternate)
Consulting Engineering Services (India) Pvt Ltd, New Delhi SHRI S. GHOSH
SHRI SUBHASIS SEN (Alternate)
Directorate General of Light Houses & Light Ships, Noida CAPT A. M. SUREJ
SHRI J. S. CHAUHAN (Alternate)
Engineer-in-Chief’s Branch, New Delhi BRIG DEEPAK SHARMA
SHRI ANIL KUMAR (Alternate)
Engineers India Limited, New Delhi SHRI U. V. LAKHANE
SHRI B. VIJAY KUMAR (Alternate)
Gammon India Ltd, Mumbai SHRI GIRISH P. JOSHI
SHRI AVINASH Y. MAHENDRAKAR (Alternate)
Gujarat Maritime Board, Gandhi Nagar SHRI B. B. TALAVIYA
SHRI HARISH SOLANKI (Alternate)
India Meteorological Department, New Delhi DR S. K. PESHIN
DR S. D. ATTRI (Alternate)
Indian Institute of Technology, Chennai PROF R. SUNDARAVADIVELU
PROF S. A. SANNASIRAJ (Alternate)
ITD Cementation India Ltd, Kolkata SHRI P. S. SENGUPTA
SHRI BIJOY K. SAHA (Alternate)
Jawahar Lal Nehru Port Trust, Navi Mumbai SHRIMATI LICEYAMMA A. MATHEW
SHRI VISHWANATH G. GHARAT (Alternate)
Kolkata Port Trust, Kolkata SHRI A. K. MEHERA
SHRI AMITABHA CHATTOPADHYAY (Alternate)
Larsen & Toubro-Ramboll Consulting Engineers Limited, Chennai SHRI SYED MUNAVAR ALI
SHRI B. SANJEEV KUMAR (Alternate)
Mazagon Dock Ltd, Mumbai SHRI VINOD KAMRA
Mumbai Port Trust, Mumbai SHRI S. D. ASARKAR
SHRIMATI S. N. BAVKAR (Alternate)
National Institute of Ocean Technology, Chennai DR M. V. RAMANA MURTHY
DR K. M. SIVAKOLUNDU (Alternate)
National Institute of Oceanography, Panaji DR SUKOMAL MANDAL
SHRI D. ILLANGOVAN (Alternate)
Oil and Natural Gas Corporation, Dehra Dun SHRI V. K. NAGPAL
SHRI A. K. SONAWANE (Alternate)
Simplex Infrastructure Ltd, Kolkata SHRI A. N. BASU
SHRI P. K. GHOSH (Alternate)
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Organization Representative(s)
Visakhapatnam Port Trust, Visakhapatnam SHRI RAMA CHANDRA RAO
SHRI M. N. KUMAR (Alternate)
BIS Directorate General SHRI D. K. AGRAWAL
Scientist ‘F’ and Head (CIVIL ENGG)
[Representing Director General (Ex-officio)]
Member Secretary
SHRIMATI LALTHAN PARI
Scientist ‘C’ (CIVIL ENGG ), BIS
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BIS is a statutory institution established under the Bureau of Indian Standards Act, 1986 to promote
harmonious development of the activities of standardization, marking and quality certification of goods
and attending to connected matters in the country.
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without the prior permission in writing of BIS. This does not preclude the free use, in the course of
implementing the standard, of necessary details, such as symbols and sizes, type or grade designations.
Enquiries relating to copyright be addressed to the Director (Publications), BIS.
Amendments are issued to standards as the need arises on the basis of comments. Standards are also reviewed
periodically; a standard along with amendments is reaffirmed when such review indicates that no changes are
needed; if the review indicates that changes are needed, it is taken up for revision. Users of Indian Standards
should ascertain that they are in possession of the latest amendments or edition by referring to the latest issue of
‘BIS Catalogue’ and ‘Standards : Monthly Additions’.
This Indian Standard has been developed from Doc No.: CED 47 (7818).