THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF :

THE SCOPE OF DED :

I. TECHNICAL SURVEYS, CONSIST OF :

a. TOPOGRAPHIC AND BATHYMETRIC SURVEYS

b. HIDRO-OCEANOGRAPHIC SURVEY :

- Tidal observation

- Current observation

- Sediment and water sampling

- Wave observation

c. SOIL INVESTIGATION ON-SHORE AND OFF-SHORE 27 POINTS

II. WAVE CHARACTERISTIC ANALYSIS

III. SIMULATION OF SHIP MANOUVER AT PORT BASIN (by consultant from

Netherlands)

IV. DESIGN OF CONTAINER WHARF STRUCTURE 1600 M LENGTH

V DESIGN OF CONTAINER YARD STRUCTURE

1

2

a. BATHYMETRIC SURVEY:

1. Survey area is 2,297 Ha

2. Equipment used for bathymetric survey: Echo Sounder (ES) Reson 210 which can perform sounding -600 m water depth

AREA FOR BATHYMETRIC SURVEY

I. TECHNICAL SURVEY

3

b. TOPOGRAPHIC SURVEY:

1. SURVEY AREA : 1200 Ha

2. NUMBER OF BENCHMARK POINTS : 6 UNITS.

For horizontal position measurement of BM was carried out using GPS measurement Method (DGPS Method), the device for this purpose is GPS Cnav with Singapore as base station.

3. HORIZONTAL FRAME MEASUREMENT :

Horizontal base frame measurement was carried out using polygon measurement method and the device which applied for it was Total Station Sokkia set 4B.

4. VERTIKAL BASE FRAME MEASUREMENT

This measurement has the objective to obtain elevation for every BM with the elevation reference is the Mean Sea Level (MSL) from tidal observation for 30 days (0.91932 m from zero datum).

5. SITUATION MAPPING

• This measurement has the objective to collect detail data of the site, including natures objects, buildings, bridge, etc.

• To help data collection, collecting detail data situation facilitated by Quickbird satellite vision (April 2007)

• Digitation all necessary object obtained from Quickbird satellite vision, field checks to ensure the existence of the objects.

4

T EL UK SABANG

T EL UK K RU EN G RAYA

B M.05

B M.06

B M.01

TOPOGRAPHIC AND BATHYMETRIC RESULT

BM COORDINATES BM ELEVATIONS

ELEVATIONS (m)

5

c. HYDRO-OCEANOGRAPHIC SURVEY

c.1. TIDAL OBSERVATION

Coordinate of tidal station : 5˚ 53' 15,8502” LU, 95˚ 18' 57,922” BT

The location of tidal station is at NAVY port of Sabang

Tidal observation was carried out for 30 days with observation time interval of 1 hour

starting from July 20, 2007 until August 18, 2007

The device for this purpose was Automatic Water Level Recorder (AWLR) type AOTT resulting water elevation (tidal)

TIDAL STATION LOCATION

Acuan Acuan J umlah

MSL LWS Kejadian

(m) (m)

Highest Water Spring (HWS ) 1,79 3,57 1

Mean High Water Spring (MHWS) 1,34 3,12 493

Mean High Water Level (MHWL) 0,64 2,42 14629

Mean Sea Level (MSL ) 0 1,78 175320

Mean Low Water Level (MLWL) -0,66 1,12 14808

Mean Low Water Spring (MLWS) -1,32 0,46 493

Lowest Water Spring (LWS ) -1,78 0 1

Elevasi Muka AirWater Surface ElevationDatum MSL (m)

Datum LWS (m)

6

c.2. CURRENT OBSERVATION

• The location of this observation was at two stations, representative enough for current

condition in survey area. The position of the first station is (756926m; 651075m) with 40m

depth and the other is (755660m; 649720m) with 20m depth.

• The duration of observation in every station was for 25 hours with time interval of data

collection of 1 hour. The observation was arranged to get information on current of neap

period, at time between neap-spring (konda) and spring period.

• Neap period observation was carried out in July 25, 2007. Observation konda time was

carried out in July 28, 2007. Spring period observation in August 1, 2007. Observation at

every station and every measurement was carried out at three depth (d) 0.2 d, 0.6 d, and

0.8 d.

• The device used for this observation was Valeport Type 2000, it was a mechanical current

device

CURRENT OBSERVATION RESULT

7

• Current Speed is Small

• Mean Current Speed ~ 0.05 m/s

• Maximum Current Speed ~ 0.08 m/s

OBSERVATION STATION I

• Tidal Current is dominant

• Dominant direction was NorthWest-SouthEast

• Current Layer tends to uniform

AT NEAP TIME

AT KONDA TIME

• Current Speed is Small




• Dominant direction was NorthWest-SouthEast

• Current Speed is Weak



AT SPRING TIME


• Dominant direction was NorthWest-

SouthEast

RESULT FOR SECOND OBSERVATION STATION WAS NOT DIFFERENCE WITH THE FIRST OBSERVATION STATION

8

Direction vector and value of currentRMA2 model at Spring Condition Flood 1

HASIL SIMULASI ARAH ARUSCURRENT SIMULATION IN SABANG GULF

Direction vector and value of currentRMA2 model at Spring Condition Flood 2

Direction vector and value of currentRMA2 model at Spring Condition Ebb. 1

Direction vector and value of currentRMA2 model at Spring Condition Ebb. 2

9

d. SOIL INVESTIGATION

SOIL INVESTIGATION RESULT : Cross section of Soil Layer CT.3 Port area

10

RESULT OF SOIL INVESTIGATION IN CT.2 AND CT.3 AREA IS AS FOLLOW :

Soil layers tend to follow soil surface profile

At 6m – 10m depth from seabed, soil is very hard with SPT value > 70

At few location was found a very hard layer at the depth of 1m from seabed of 1m thickness

BASED ON SOIL CONDITION AS EXPLAINED ABOVE, RECOMMENDATION FOR PILE

FOUNDATION IS AS FOLLOW:

• PILE SHOULD BE OF STEEL PIPE

• MINIMUM THICKNESS IS 16 MM

IN SOME LOCATION WHERE THIN HARD SOIL LENS WAS FOUND ON TOP SOIL, NEED TO BE PREDRILLED (DESTRUCTION) FOR PILE DRIVING PURPOSE

RESULT OF SOIL INVESTIGATION

11

DRIVEN PILE ALLOWABLE CAPACITY

ALLOWABLE CAPACITY

1. Pile 914 mm :

Depth 10 m (from sea bed) : Nall,compression = 427 ton : Nall,tension = 79 ton,


Depth 17,5 m (from sea bed) : Nall,compression = 1351 ton : Nall,tension = 378 ton,

2. Pile 1016 mm :



Depth 17,5 m (from sea bed) : Nall,compression = 1623 ton : Nall,tension = 421 ton

ALLOWABLE CAPACITY FOR PERMANENT LOAD.

1. Pile 914 mm :

Depth 10 m (from sea bed) : Hijin = 9,92 ton ( Permanent load SF = 2)

Hijin . = 13,23 ton ( Temporary load SF = 1,5)

2. Pile 1016 mm :

Depth 10 m (from sea bed) Hijin = 10,6 ton ( Permanent load SF = 1,5 )

Hijin . = 14,11 ton ( Temporary load SF = 1,5)

II. WAVE ANALYSIS IN SABANG GULF

Distribusi Kecepatan dan Arah Angin J am-jaman

1992-2006

Lokasi: Sabang

J enis tongkat menunjukkan kecepatan angin dalam knot.

Panjang tongkat menunjukkan persentase kejadian.

Tidak Berangin = 21.43% Tidak Tercatat = 57.58%

NNNW

NW

WN

WW

WSW

SW

SSWS

SSE

SE

ESE

EEN

E

NW

NNE

a. WIND ANALYSIS

THE WIND ROSE WAS BASED ON WIND DATA AVAILABLE FROM DATA RECORDED BMG STATION AT SABANG FOR THE TIME RANGE OF 1992 - 2006

12

b. FETCH ON SABANG GULF

c. WAVE ROSE

Calm = 23.24% Tidak Tercatat =57.58%

NNNW

NW

WN

WW

WSW

SW

SSWS

SSE

SE

ESE

EEN

E

NW

NNE

Distribusi Tinggi dan Arah Gelombang di Lepas Pantai Diramal Berdasarkan Data Angin J am-jaman

Total Tahun 1992-2006

J enis tongkat menunjukkan tinggi gelombang dalam meter.

Panjang tongkat menunjukkan persentase kejadian.

GELOMBANG DOMINANT

13

d. DESIGN WAVE

N = North (Utara) NNW = North Northwest (Utara Barat Laut)

NW = North West (Timur Laut) WNW = West Northwest ( Barat Barat Laut)

W = West (Barat) WSW = West Southwest (Barat Barat Daya)

SW = South West (Barat Daya) SSW = South Southwest (Selatan Barat Daya)

14

Contour of depth for Wave Height Simulation

15

e. WAVE HEIGHT SIMULATION

TELUK SABANG

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process caused by wave from N (T=9s , H = 4,95 m )

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from NNW (T= 9s, H = 4 m)

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from NW ( T = 9s , H=3,3 m )

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from WNW (T = 9s, H = 4,6 m)

16

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from WSW ( T = 9s , H = 1,4 m )

Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from SW ( T = 9s , H = 1,4 m )

III. PORT PLANNING

LAYOUT of LONG TERM DEVELOPMENT (source Master Plan)

CT2CT1

CT6

CT3

CT4CT5

CT7

CT8

1. LAY OUT of CT1, CT 2 AND CT3 PORT (SHORT TERM PLANNING)

CT1

CT2

CT3

LAYOUT CT1, CT2, CT3

20

MAIN DATA FOR CONTAINER PORT :

1. CONTAINER PORT CT.1

Existing building : Pelindo Port, NAVAL Base (TNI-AL) and PERTAMINA

Wharf Size : L = 500 m, B = 45,5 m, basin depth : – 20,00 m LWS

Container Yard Size L = 500 m, B = 275 m

Need to remove existing onshore building and existing jetty or port


Existing building : Fishing Port, Dok Kodja, Passenger Port

Wharf size : L = 800 m, B = 45,5 m, basin depth : – 22,00 m LWS

Container Yard size : L = 800 m, B = 400 m

Need to remove existing building


Existing building : none

Wharf size : L = 800 m, B = 45,5 m , basin depth : - 22,00 m LWS

Container Yard size : L = 800 m, B = 400 m

a. PRINCIPLES FOR PORT STRUCTURAL DESIGN

WHARF STRUCTURE IS DESIGNED BASED ON THE FOLLOWING ASPECTS :

1. STRUCTURAL RESPONSE TO RESIST DESIGN LOAD

2. STRUCTURAL STIFFENESS

3. NATURAL CONDITION OF PORT LOCATION

4. DESIGN LIFE

5. SIZE AND DIMENSION OF DESIGNATED SHIPS

6. VERTICAL AND HORIZONTAL LOADING

7. CONSTRUCTION MATERIAL

8. CONSTRUCTION SYSTEM THAT COULD BE CONSTRUCTED WITHOUT SPECIAL EQUIPMENT AND COULD BE HANDLED BY NATIONAL CONTRACTOR

9. REFERENCES AND CODES

10. COST

11. CONSTRUCTION TIME

21

2. PORT STRUCTURAL DESIGN

b. GENERAL CRITERION FOR WHARF STRUCTURE :

1. DESIGN LIFE OF THE STRUCTURE IS 100 YEARS

2. ELEVATION OF PORT DECK IS + 4,5 M LWS ( OR + 2,5 M FROM HWS )

3. MAXIMUM WAVE HEIGHT IN FRONT OF WHARF IS 0,5 M

4. SABANG HAS CLASSIFIED AS STRONG QUAKE ZONE, SO THAT THE PORT STRUCTURE WAS DESIGNED FOLLOWING GENERAL CRITERION AS FOLLOW ( REFFERED TO CODE FOR SEISMIC DESIGN OF NEW WHARVES )

• PORT STRUCTURE WAS DESIGNED AS A “DUCTILE MOMENT RESISTANCE FRAME“ , IT WAS DECK ON PILE WITH DECK STRUCTURE CONSIST OF REINFORCED CONCRETE WHICH SUPPORTED BY VERTICAL STEEL PIPE PILE, SINCE PORT STRUCTURE WITH VERTICAL PILE HAS BETTER PERFORMANCE THAN BATTER PILES

• MAXIMUM STRUCTURAL DISPLACEMENT CAUSED BY QUAKE IS 7,5 CM

• THE CONCEPT “STRONG BEAM WEAK PILE” SHOULD BE APPLIED, THAT MAKES PLASTIC HINGE OCCUR ON PILE

22

c. TECHNICAL CRITERION

c.1. SHIP SIZE

CONTAINER TERMINAL CT.1, CT.2 and CT.3 COULD BE BERTHED BY

FEDEER VESSEL CONTAINER MAX 2500 TEUS ( 45,000 DWT )

Length = 215 m , Width = 30m, Design draught = 12 m,

Berthing Velocity = 25cm/sec

SUEZMAX CONTAINER SHIP 12,000 TEUS ( 137,000 DWT )

Length = 400 m , Width = 55m, Design draught = 15 m,

Berthing Velocity = 15cm/sec

c.2. PORT BASIN DEPTH – 22,00 m LWS

c.3. LOADING

VERTICAL LOADING:

DEAD LOAD + SUPERIMPOSED DEAD LOAD

LIVE LOAD

AT WHARF, CONSIST OF : Uniform distribution load 4 ton/m2 Truck T.45 Rubber tire/RB 40 ton Mobile crane (outrigger load) Forklift truck Side loader Quay crane (Rail Mounted)

23

Quay Crane Terminology (Twin – Lift Container Quay Crane)

24

30 ft = 33,3 m

Crane Load, with wheel load :- Sea side = 1300 kN/wheel- Land side = 1060 kN/wheel

LOAD ON JETTY BETWEEN 2 CRANE LEGS

25

• LIVE LOAD ON CONTAINER YARD :

Uniform distribution load of 4 stack container

Rubber Tired/RB load with the following data (BS 6349-part1) :

- Tractor : Axle line load : front = 40 kN and rear 280 Kn

- Trailler : number of axle line = 2, max line load = 150 Kn

Side Loader : Payload capacity 40ton ; number of jack 4 ; jack spacing

= 2,5 m ; jack load 230 kN and contact pressure 500 kN/m2

Stradle carrier

HORIZONTAL LOAD

DOCKING IMPACT :Force caused by ship berthing/Docking Impact calculate based on the following formula:

26

E = 0.5 MD.CM.CS.CC.CE.V2 ,

MOORING LOAD:

For container ship, where ship area to receive wind load is bigger than other ships, then pulling force on bollard is more accurate to be calculated as follow:

Wind pressure to the ships:

Rx = ½.ra.U2.AT.CX ( parallel to the ship )

Ry = ½.ra.U2.AL.CY ( perpendicular to the ship) and

RM = ½.ra.U2.AL.Lpp.CM (moment by wind forces to the midship)

Force caused by current to the ships :

Current pressure parallel to the ship :

Rf = 0,0014.S.V2

Current pressure perpendicular to the ship :

Rf = 0,5.ro.C.V2.B

EARTH QUAKE : Based on Indonesian Seismic Zone

(SNI.1726-2002), Sabang is located in seismic zone no 5.

SABANG

27

Response Spectrum Seismic Zone 5

Based on nominal static equivalent, the magnitude of horizontal earthquake force is :

V = C.I.Wt/R

where :

V = horizontal earthquake force

C = seismic coefficient, for natural period from wharf structure of 1.1 second,

thus C = 0,5 (medium soil)

I = importance structural factor = 1,0

Wt = total weight structure

R = reduction factor = 6 ( steel frame resisting moment ),

from push over analysis to the wharf structure, the value of R = 7,349

28

PERFORMANCE BASE ANALYSIS :

Limitation on structural displacement of 7,5 cm, from performance base analysis, the structure

doesn’t have meaningful damage, where the strength and the stiffness before and after

earthquake are almost same.

100%30%

100%30%

Earthquake direction :

The Structure was analyzed to the following combination of earthquake direction as follow:

AND

IN THE SEISMIC ANALYSIS, THE EFFECT OF ECCENTRICITY TO THE CENTER OF STIFFNESS

IS INCLUDED IN THE CALCULATION

29

FROM STRUCTURAL ANALYSIS, THE MOST CRITICAL LATERAL LOAD IS SEISMIC LOAD

30

c.5. CORROTION PROTECTION FOR PILE

• For splash zone, use HDPE system

• Under splash zone, use cathodic protection, impressed current type

. CONCRETE

Every concrete (precast and cast in situ) designed with the strength of

fc’ = 36,0 Mpa ( K.400 )

• STEEL REINFORCEMENT :

Diameter < 12 mm BJTP.24

Diameter > 12 mm BJTD.39

• STEEL PIPE for pile : Referred to ASTM-A252 quality STK.41, with yield = 2400 kg/m2

• STEEL PIPE SHEET PILE, steel marine type, with yield = 3900 kg/m2

Cathodic Protection

HDPE

31

THE WHARF STRUCTURE WAS DESIGNED WITH SYSTEM “DECK ON PILE”

UPPER STRUCTURE :

THE UPPERSTRUCTURE WAS DESIGNED TO BE REINFORCED CONCRETE WITH fc’ = 36 Mpa/ K.400, CONSIDERING THE FOLLOWING CONSTRUCTION ASPECTS AS FOLLOW :

1. AT SABANG, IT’S NOT EASY TO FIND GOOD MATERIAL TO MAKE HIGH STRENGTH CONCRETE, FOR THAT REASON THEN SOME PART OF ELEMENT (BEAM AND FLOOR SLAB) CONSIST OF PRECAST SYSTEM AND MADE IN BANDA ACEH.

2. STRUCTURAL ELEMENTS WHICH COULD BE CAST IN SITU ARE : PILE CAP, CONCRETE FILLER PILE, TOPPING FOR FLOOR SLAB. EVERY MATERIAL FOR CONCRETE CAST IN SITU (SPLIT, SAND AND CEMENT) SHOULD BE SUPPLIED FROM BANDA ACEH.

3. COULD BE CONSTRUCTED BY NATIONAL CONTRACTOR

SUBSTRUCTURE :

SUBSTRUCTURE WAS DESIGNED TO BE STEEL PIPE PILE :

1. DIAMETER OF STEEL PIPE : 914 MM DAN 1016 MM, THIS LARGE DIAMETER IS NEEDED TO RESIST BUCKLING AND TO REDUCE DISPLACEMENT DUE TO LATERAL LOAD.

2. MINIMUM THICKNESS OF STEEL PIPE IS 16 MM, DUE TO VERY HARD SOIL LAYER (SPT > 65).

d. PORT STRUCTURAL SYSTEM

32

CROSS SECTION OF PORT STRUCTURE

STRUCTURE DILATATION /GAP

DILATATION IN STRUCTURE IS NEEDED TO REDUCE THE EFFECTS OF TEMPERATURE CHANGE IN STRUCTURE.

JETTY LENGTH BETWEEN DILATATION = Ld, CALCULATED BASED ON THE FOLLOWING ASSUMPTION :

JETTY LENGTH BETWEEN DILATATION = Ld =2.yo /c.Dt

Where :yo = allowable pile displacement = {L2.(SM)pile}/{3.(E.I)pile} = 2,975 cmc = coefficient of thermal expansion of deck material = 11,7Δt = design temperature fluctuation = 20o

L = H + xo , xo = fixity point = 20,0 m = 2000 cmSM = pile section modulus EI = pile stiffness

OBTAINED : Ld = 254 m, Jetty length designed to be = 200 m, and :Dilatation width l = 2.yo + 0,5 cm = 6,45 cm

33

CONSTRUCTION OF DILATATION GAP BETWEEN TWO PART OF JETTY WAS DESIGNED USING SHEAR KEY SYSTEM

34

DECK LAY OUT

CROSS SECTION

SHAPE OF THE UPPER STRUCTURE :

BEAM AND FLOOR SLAB WITH PRECAST SYSTEM

35

A. LOADING COMBINATION FOR SUPER-STRUCTURE ANALYSIS :

a. ULTIMATE LOADING COMBINATION (BS 6349), for beam design :

1.1.265 DL + 1.54 LL + 1.54 WIND +1.54 Mo.L + 1.54 Cu.L2.1.265 DL + 1.54 LL – 1.54 WIND + 1.54 Mo.L + 1.54 Cu.L3.1.265 DL + 1.54 LL + 1.54 Be.L + 1.54 Cu.L4.1.265 DL + 1.54 LL + 1.54 WIND + 1.54 Cu.L + 1.54 WAVE5.1.265 DL + 1.54 LL – 1.54 WIND + 1.54 Cu.L + 1.54 WAVE6.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L + 1.54 Eqx + 0.462 Eqy 7.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L - 1.54 Eqx + 0.462 Eqy 8.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L + 1.54 Eqx - 0.462 Eqy 9.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L - 1.54 Eqx - 0.462 Eqy 10.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L + 0.462 Eqx + 1.54 Eqy 11.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L + 0.462 Eqx - 1.54 Eqy 12.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L - 0.462 Eqx + 1.54 Eqy 13.1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L - 0.462 Eqx - 1.54 Eqy 14.1.265 DL + 1.54 LL + 1.54 WAVE

WHARF STRUCTURAL ANALYSIS :

Where :DL = Dead Load (Crane Load Included)LL = Live LoadWIND = Wind LoadWAVE = Wave LoadBe.L = Berthing LoadMo.L = Mooring LoadCu.L = Current LoadEQ-x = Seismic Load to x directionEQ-y = Seismic Load to y direction

36

b. SERVICE LOADING COMBINATION ( BS 6349, Part 2, Section 6.11.4.3 ) used for pile capacity analysis :

1. 1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Mo.L + 1.0 Cu.L2. 1.0 DL + 1.0 LL – 1.0 WIND +1.0 Mo.L + 1.0 Cu.L3. 1.0 DL + 1.0 LL + 1.0 Be.L + 1.0 Cu.L4. 1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Cu.L + WAVE5. 1.0 DL + 1.0 LL – 1.0 WIND + 1.0 Cu.L + WAVE6. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 1.0 EQ-x + 0.3 EQ-y7. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 1.0 EQ-x – 0.3 EQ-y8. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 1.0 EQ-x + 0.3 EQ-y9. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 1.0 EQ-x – 0.3 EQ-y10. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 0.3 EQ-x + 1.0 EQ-y11. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L + 0.3 EQ-x – 1.0 EQ-y12. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 0.3 EQ-x + 1.0 EQ-y13. 1.0 DL + 1.0 LL + 1.0 Cu.L + 1.0 Mo.L – 0.3 EQ-x – 1.0 EQ-y14. 1.0 DL + 1.0 LL + 1.0 WAVE

B. BUCKLING ANALYSIS IN STEEL PIPE PILE (AISC - ASD 89) :

- Minimum thickness = 6,25 + D/100 ( D= pile diameter ) - Pile capacity to axial load is :

WHARF STRUCTURAL ANALYSIS RESULT :

37

Loading Combination

Displacement (cm) Stress Ratio

dx dy dz D 1016 D 914.4

1 MAX 0.500 1.465 0.0000.635 0.667

MIN -0.362 -2.611 -0.808

2 MAX 0.497 1.352 0.0000.641 0.674

MIN -0.360 -2.703 -0.808

3 MAX 0.397 3.220 0.0000.657 0.711

MIN -0.505 -1.048 -0.798

4 MAX 0.043 0.847 0.0000.584 0.637

MIN -0.018 0.000 -0.800

5 MAX 0.041 0.734 0.0000.578 0.629

MIN -0.016 0.000 -0.801

6 MAX 4.697 2.941 0.0000.783 0.914

MIN 0.000 -1.708 -0.804

38

WHARF STRUCTURAL ANALYSIS RESULT :

LOADING

COMBINATION

STRESS RATIO

39

C. SUMMARY OF WHARF STRUCTURAL ANALYSIS

1.Max deflection : dx (longitudinal direction) = 4,707 cm (due to earthquake X direction) dy (transversal direction) = 6,733 cm (due to earthquake Y direction)

2.PILE MAXIMUM STRESS RATIO = 0,998 ( crane beam pile d 1016 mm)

3.CHECKING THE PILE CAPACITY:

PILE 914

Axial Load N max = 267,2 TON < N.allw (412 TON )

Horizontal H max = 13,4 TON (due to earthquake) < H.allw = 13,64 TON ( SF = 1,5 )

PILE 1016

Axial Load N max = 230,7 TON < N.allw ( 518 TON )

Horizontal H max = 6,35 TON (due to earthquake) < H.allw = 14,41 TON ( SF = 1,5 )

FROM STRESS RATIO THAT OCCUR IN PILE AND FROM CHECKING PILE CAPACITY, PILE DIMENSION IS DETERMINED BY STRESS IN PILE (DUE TO MOMENT AND AXIAL LOAD). THIS IS BECAUSE THE LENGTH OF PILE ARE QUITE LONG (26 M), AND EVERY PILE IS VERTICAL.

IF STRUCTURE IS DESIGNED USING BATTER PILE, THEN EARTHQUAKE FORCE WHICH OCCUR IN STRUCTURE WILL BE BIGGER (COULD BE 3 TIMES OF THE STRUCTURE WITH VERTICAL PILES) AND NEED MORE TENSION PILE BECAUSE OF LENGTH OF PILE UNDER SEABED IS ONLY 10 M (DUE TO VERY HARD SOIL LAYER)

40

ARMORED ROCK COMBINED W/ L-SHAPE RETAINING WALL

STEEL PIPE SHEET PILE RETAINING WALL

WHARF BACKFILL RETAINING WALL SYSTEM(STRUCTURE BEHIND THE WHARF)

TWO ALTERNATIVES HAVE BEEN STUDIED. THESE ARE:1. ARMORED ROCK SYSTEM2. STEEL SHEET PILE SYSTEM

41

COST ESTIMATION FOR CT.3 ( Rupiah )

WORK ITEM VOLUMEALTERNATIVE 1

(ARMORED ROCK RETAINING WALL)

ALTERNATIVE 2 (STEEL PIPE SHEET

PILE RETAINING WALL)

1. PREPARATION 21.545.000.000 21.545.000.000

2. WHARF STRUCTURE CONSTRUCTION

800X45,5 M 741.325.000.000 741.325.000.000

3. RETAINING WALL BEHIND WHARF

1300 M 96.505.000.000 380.078.000.000

3. SAND AND ROCK BACKFILL AND DREDGING

479.920.000.000 289.832.560.000

4. PAVEMENT 800X400 M 289.910.000.000 289.910.000.000

SUB TOTAL 1 1.629.205.500.000

1.722.691.060.000

PPN 10 % (TAX) 162.920.550.000 172.269.106.000

SUB TOTAL 2 1.792.126.050.000

1.894.960.166.000

SUPERVISION 1 % 17.921.260.000 19.949.601.660

TOTAL COST 1.810.047.310.500

1.913.909.767.660

42

COMPARISON BETWEEN THE TWO ALTERNATIVE

ALTERNATIVE 1 (ARMOURED

ROCK)ALTERNATIVE 2 (STEEL PIPE

SHEET PILE)

INFRASTRUCTURE COST

Rp. 1.810.047.310.500,- Rp. 1.913.909.767.660,-

STRENGTH ASPECT

ROCKFILL IS EASILY DEFORMED BY

EARTHQUAKE CAUSING FILL BEHIND THE WALL TO

SETTLE

STRONGER AGAINST EARTHQUAKE

CONSTRUCTION TIME

LONG CONSTRUCTION TIME SHORTER CONSTRUCTION TIME

MATERIAL AVAILABILITY

HARD TO OBTAIN LARGE QUANTITY ROCK

MARINE STEEL HAS TO BE IMPORTED

CONSTRUCTION ASPECT

- NEED HIGH ACCURACY IN INSTALLING 1300 M LONG

PRECAST CONCRETE

- NEED HIGH ACCURACY IN INSTALLING 1300 M LONG SHEET

PILE WALL

- NEED SPECIAL TREATMEN IN INSTALLING FILTER

CONCRETE

- NEED SPECIAL PILE DRIVING EQUIPMENT TO INSTALL 1 : 3

BATTER PILE

43

BASED ON COMPARISON TABLE ABOVE, IT CONCLUDED:

ALTHOUGH THE TOTAL COST IS RELATIVE MORE EXPENSIVE, BUT WITH

CONSIDER THAT SABANG IS AT REGION WITH STRONG AND HIGH

EARTHQUAKE INTENSITY AND LONG DESIGN LIFE TIME OF 100 YEARS, THEN

STEEL SHEET PILE IS CHOOSEN AS BACKFILL RETAINING WALL

SUGGESTION FOR CONSTRUCTION STAGE :

1. PREFERED FOR SHEET PILE CONSTRUCTION AT FIRST STAGE

2. BACKFILL COULD BE CONSTRUCTED IN AGREEMENT WITH STAGE OF WHARF LENGTH CONSTRUCTION. CONSIDER THAT THE AREA OF THE PROJECT LOCATION IS VERY LIMITED ESPECIALLY FOR MATERIAL STOCK PILING, IT WILL BE BETTER THAT ANY PART OF LAND IN THE BACK OF SHEET PILE IS FILLED FIRST

3.STAGE CONSTRUCTION FOR WHARF IS PREFFERED TO BE 400 M/1 BERTH LENGTH, TO GIVE POSSIBILITY TO OPERATE.

4. CONSTRUCTION SHOULD BE BY PROFESSIONAL CONTRACTOR THAT HAVE A SUFFICIENT EXPERIENCES IN WHARF CONSTRUCTION

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STRUCTURAL DESIGN FOR PAVEMENT OF CONTAINER YARD WAS BASED ON THE FOLLOWING SOME CONSIDERATION :

- Availability of material

- Work volume that is very large

- Simplicity of construction

- Soil condition in the location is sand with N SPT > 10

- Deck of container yard is supposed on sand fill, then the settlement which will occur is relatively small

- Construction cost

TWO ALTERNATIVES THAT COULD BE USED FOR PAVEMENT DECK OF CONTAINER YARD

ARE :

1. PAVEMENT CONTAINER YARD USING RIGID CONCRETE PAVEMENT LARGE VOLUME

OF CONCRETE REQUIREMENT

2. PAVEMENT OF CONTAINER YARD USING PAVING BLOCK, REQUIRED LARGE VOLUME OF

PAVING BLOCK THAT MUST BE IMPORTED FROM JAVA (P. JAWA)

CONSIDERING SIMPLICITY IN CONSTRUCTION, CONCRETE PAVING BLOCK IS THE

CHOOSEN ALTERNATIVE

CONTAINER YARD STRUCTURE

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THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF :