S1 2018 364749 Complete

FINAL PROJECT
DESIGN OF COAL UNLOADING PORT

(Case Study: Coal Fired Steam Power Plant of Bangka-1A, Bangka Belitung)
Submitted in partial fulfillment of the requirements to achieve Bachelor’s Degree

in Civil Engineering at Department of Civil and Environmental Engineering
HEAD PAGE
Author:
ABDURROHMAN
14/364749/TK/42002
DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING

FACULTY OF ENGINEERING
UNIVERSITAS GADJAH MADA
YOGYAKARTA
2018
ENDORSEMENT
ii
DECLARATION
I hereby declare that there is no work attached in this final project ever
submitted to earn a degree at a University, also there is no work or opinion ever
written or published by another person, unless is cited and mentioned in the
bibliography.
Yogyakarta, July 2018
Abdurrohman
iii
ACKNOWLEDGEMENT
For the ancestors who paved the path before me upon whose
shoulders I stand. This is also dedicated to my family and the
many friends who supported me on this journey. Thank you.
َ ‫ُّك فَت َْر‬ َ َ‫َول‬

And your Lord is going to give you, and
‫ضى‬ ََ ‫يك َرب‬
ََ ‫ف يُ ْع ِط‬
ََ ‫س ْو‬
you will be satisfied.
Did He not find you an orphan and give ‫آوى‬ ََ ْ‫أَلَ َْم َي ِجد‬
َ َ‫ك َيتِي ًما ف‬
you refuge?
And He found you lost and guided you, ًَ ‫ض‬
َ‫اّل فَ َهدَى‬ َ ‫ك‬
ََ َ‫َو َو َجد‬
And He found you poor and made you
self-sufficient. ‫ل فَأ َ ْغنَى‬
َ ً ِ‫عائ‬
َ ‫ك‬
ََ َ‫َو َو َجد‬
All my sleepless nights, physically and emotionally drained soul and

body, are dedicated to those who have walked alongside and guided
me, who throughout the long past ages have contributed to the joys of
life, who come and stay in my heart evermore:
Almighty God
Tjandra (R.I.P.) family
SDN 001 Balikpapan Tengah
SMPN 1 Balikpapan
SMAN 1 Balikpapan
BASIS ‘14
Unit 21 PPSMB Prisma
Civil UGM 2014
Civil Art Community
Unit STG-05 Wakatobi KKN-PPM UGM 2017
Arrodu Incredible Youth
“Jalesveva Jayamahe!”
In the ocean we triumph!
iv
PREFACE
First of all, the author wishes to express his deepest gratitude to God for His
blessing and guidance which has led the author to finish this Final Project entitled
“Designَ ofَ Coalَ Unloadingَ Portَ (Caseَ Study:َ Coalَ Firedَ Steamَ Power Plant of
Bangka-1A,َ Bangkaَ Belitung)”. This Final Project is submitted in partial
fulfillment of the requirements to achieve Bachelor’s Degree in Civil Engineering
at Department of Civil and Environmental Engineering, Faculty of Engineering,
Universitas Gadjah Mada.
There are many words to express my gratitude to all parties who were
involved in this Final Project, Prof. Dr. Ir. Bambang Triatmodjo, CES., DEA. for
his supervision and guidance as my Final Project supervisor, Prof. Ir. Radianta
Triatmadja, Ph.D. and Kartika Nur Rahma Putri, S.T., M.T. for their positive
advices as my Final Project examiners. My sincere thank also goes to Prof. Ir. Joko
Sujono, M.Eng., Ph.D as the Head of Civil and Environmental Engineering
Department, also Prof. Dr. Ir. Sunjoto, Dip.HE., and Ir. Rachmad Jayadi, M.Eng.,
Ph.D as my student advisor.
Furthermore, the author is truly thankful for the presence of Regina Betalia,
Hasta Agsoinna Alhaqqi, and Rizaldi Wisnu Nugroho as my Final Project partners
who have shared ideas and spirits. My special thanks to Ihza Aulia Imawan, Wahyu
Dwiyantoro, Farah Amrina, Helmi Zakaria, Yesinia Nur Alvin, Nur Muhammad
Naufaldo, Fahmi Arasyi M., Shintawati Setyo M., Rizki Prana A, Vina Verisya,
and Genta Auni A. as my mentors who shared knowledges for my Final Project.
I would like to thank my collegemates Claudia Asyarafi, Prafidya

Nugrahani, Inggrit Tri Rida W. S., Natasha Sari M, M. Risyad Alditio, Josh Kevin,
Irfani Nurul Huda, Kemala Indriani, Dyah Ayu Utami, Yova Jaya Saputra,
Muhammad, Fawzia Rahmawati P., Dafina Fitra P., Febrian Ramadhan, Nisrina
Huwaida, Ramanda Syafitri, Azzah Aulia A., Desy Maria C., and Rizky Dewi C.
iii
who have been the best partners through all the ups and downs of my college life
especially during my final project period.
I am heartily grateful to my dearest besties Stefanus Budiono Tedjo

Kusumo, Farras Khalida Masardhi, Andreas Hasian Sihombing, Jie Indra Wijaya,
and Hanindyo Nugrahandika Prakoso for their friendship, tolerance, and supports.
I am also grateful to my high school mates Bernadeth Granda Deceria

Bubun, Desy Novianti, M. Fiqi Ainur, Matthew March K. Silaban, Surya Aditya,
Asdi Restana, Ade Meutia Ulfah, Annaz Tasya I., Puti Aulia R., Dede Augustira
H., Yuniar Dwi S., Rika Indah Sari, Farah Utami P. R., Gardian Bimo L., Hardillah
Nurrahmahdini, Dissa Chandra Iswari, Galuh Sekar Arum, Cindy Monica Djap,
Fidella Florencia H., and Fadilah Asril who keep in touch with and have ever helped
me during my stay in Yogyakarta.
Many people have contributed either directly or indirectly to the author. I

would like to thank Unit 21 PPSMB Prisma, Civil UGM 2014, Civil Art
Community, Unit STG-05 Wakatobi KKN-PPM UGM 2017, and Arrodu
Incredible Youth who have been the best parties and walked alongside me.
Last but not least, I would like to thank Tedjo Kusumo Yohanes Adi for his
guidance during my college life, my parents for their encouragement and endless
prayers, and my siblings for their generosity to share thoughts and ideas.
Finally, I truthfully hope that this Final Project will bring utmost advantages
for the readers and all students of Civil and Environmental Engineering Department
Universitas Gadjah Mada in particular. Although this Final Project is still far from
perfect, the author welcomes any critics and suggestions in relation to this Final
Project Report.
Yogyakarta, July 2018
Abdurrohman
iv
TABLE OF CONTENTS
HEAD PAGE ............................................................................................................. i

ENDORSEMENT ..................................................................................................... ii
DECLARATION ...................................................................................................... iii
ACKNOWLEDGEMENT ......................................................................................... iv
PREFACE ................................................................................................................ iii
TABLE OF CONTENTS ........................................................................................... v
LIST OF TABLES..................................................................................................... x
LIST OF FIGURES ................................................................................................. xii
ABSTRACT............................................................................................................ xv
INTISARI .............................................................................................................. xvi
CHAPTER 1 INTRODUCTION ............................................................................... 1

1.1 Background ................................................................................................ 1
1.2 Problem Statements ..................................................................................... 2
1.3 Design Objectives ....................................................................................... 2
1.4 Design Scopes ............................................................................................ 3
1.5 Design Benefits........................................................................................... 4
CHAPTER 2 LITERATURE REVIEW ..................................................................... 5

2.1 Ports........................................................................................................... 5
2.1.1 Docks ................................................................................................. 6
2.1.2 Dock fenders ....................................................................................... 7
2.1.3 Moorings ............................................................................................ 8
2.1.4 Approach Channels ............................................................................ 11
2.1.5 Turning Basins .................................................................................. 12
2.2 Bulk Cargo Shipping Terminals ................................................................. 13
2.2.1 Storage facilities ................................................................................ 13
2.2.2 Material handling equipment .............................................................. 14
2.3 Coal Fired Steam Power Plant .................................................................... 14
v
CHAPTER 3 THEORITICAL BASIS ..................................................................... 17
3.1 Jetty Design .............................................................................................. 17
3.1.1 Astronomical tides ............................................................................. 17
3.1.2 Berthing force ................................................................................... 22
3.1.3 Mooring force ................................................................................... 22
3.1.4 Current force ..................................................................................... 25
3.1.5 Vessel characteristics ......................................................................... 27
3.1.6 Elevation of jetty ............................................................................... 28
3.2 Fender Design........................................................................................... 29
3.2.1 Approach velocity.............................................................................. 29
3.2.2 Berthing energy ................................................................................. 30
3.2.3 Fender selection ................................................................................. 34
3.2.4 Fender pitch ...................................................................................... 39
3.3 Approach Channel Design ......................................................................... 40
3.3.1 Channel depth ................................................................................... 40
3.3.2 Channel width ................................................................................... 40
3.4 Basin Design ............................................................................................ 42
3.4.1 Turning basin .................................................................................... 42
3.4.2 Basin depth ....................................................................................... 43
3.4.3 Dredged area ..................................................................................... 43
3.5 Load and Load Combinations .................................................................... 43
3.5.1 Load combinations............................................................................. 44
3.5.2 Dead load .......................................................................................... 45
3.5.3 Live load ........................................................................................... 45
3.6 Design Earthquake Load............................................................................ 45
3.6.1 Occupancy importance factor and risk category ................................... 45
3.6.2 Site classification ............................................................................... 47
3.6.3 Design response spectrum .................................................................. 48
3.6.4 Equivalent lateral force procedure ....................................................... 51
3.7 Pile Foundation Design ............................................................................. 54
3.7.1 Standard penetration test .................................................................... 54
3.7.2 Pile load capacity ............................................................................... 56
vi
3.7.3 Lateral load capacity .......................................................................... 58
3.7.4 Lateral deflection ............................................................................... 60
3.7.5 Critical axial load .............................................................................. 61
3.7.6 Inclined pile foundation...................................................................... 63
3.7.7 Modulus of subgrade reaction ............................................................. 65
CHAPTER 4 DESIGN CRITERIA ......................................................................... 66

4.1 Design Procedure ...................................................................................... 66
4.2 Design Location ........................................................................................ 66
4.3 Flowchart ................................................................................................. 67
4.4 Data Collection ......................................................................................... 68
4.4.1 Aerial imagery data ............................................................................ 68
4.4.2 Topography and bathymetry data ........................................................ 68
4.4.3 Barge properties ................................................................................ 70
4.4.4 Tide data ........................................................................................... 70
4.4.5 Current data....................................................................................... 71
4.4.6 Wind velocity data ............................................................................. 72
4.4.7 Seismic data ...................................................................................... 74
4.4.8 Geotechnical data .............................................................................. 74
4.5 Material Properties .................................................................................... 75
4.5.1 Concrete structures ............................................................................ 75
4.5.2 Driven piles ....................................................................................... 76
4.5.3 Bollards ............................................................................................ 76
4.5.4 Rubber fenders .................................................................................. 77
4.6 Jetty layout ............................................................................................... 78
4.7 Loading .................................................................................................... 79
4.7.1 Dead load .......................................................................................... 79
4.7.2 Live load ........................................................................................... 79
4.7.3 Earthquake load ................................................................................. 80
4.7.4 Mooring load ..................................................................................... 82
4.7.5 Berthing load ..................................................................................... 83
4.7.6 Current load ...................................................................................... 85
vii
4.7.7 Load combinations............................................................................. 85
CHAPTER 5 RESULT AND DISCUSSION............................................................ 88

5.1 Port Design ............................................................................................... 88
5.1.1 Astronomical tide .............................................................................. 88
5.1.2 Mooring force ................................................................................... 90
5.1.3 Current force ..................................................................................... 92
5.1.4 Elevation of jetty ............................................................................... 94
5.2 Waterway and Basin Design ...................................................................... 94
5.2.1 Approach channel design ................................................................... 94
5.2.2 Port basin design ............................................................................... 96
5.2.3 Capital dredging ................................................................................ 97
5.3 Fender Design......................................................................................... 100
5.3.1 Approach velocity............................................................................ 100
5.3.2 Berthing energy ............................................................................... 100
5.3.3 Fender selection ............................................................................... 102
5.3.4 Fender pitch .................................................................................... 104
5.4 Pile Foundation Design ........................................................................... 106
5.4.1 Standard penetration test .................................................................. 106
5.4.2 Pile load capacity ............................................................................. 108
5.4.3 Lateral load capacity ........................................................................ 112
5.4.4 Lateral deflection ............................................................................. 113
5.4.5 Critical axial load ............................................................................ 113
5.4.6 Modulus of subgrade reaction ........................................................... 114
5.5 Structural Analysis .................................................................................. 115
5.5.1 Jetty head ........................................................................................ 115
5.5.2 Mooring dolphin .............................................................................. 117
CHAPTER 6 CONCLUSIONS AND RECOMMENDATIONS .............................. 119

6.1 Conclusions ............................................................................................ 119
6.2 Recommendations ................................................................................... 121
viii
BIBLIOGRAPHY ................................................................................................. 122
APPENDIX........................................................................................................... 126
ix
LIST OF TABLES
Table 3.1 Tidal constituents .................................................................................. 18

Table 3.2 Tractive forces acting on bollards ......................................................... 25
Table 3.3 Drag coefficients ................................................................................... 26
Table 3.4 Vessel characteristic coefficients .......................................................... 28
Table 3.5 Standard crown heights of wharves ...................................................... 29
Table 3.6 Safety factor for abnormal berthing ...................................................... 31
Table 3.7 Different types of energy absorbing from type I fender ....................... 35
Table 3.8 Different types of energy absorbing from type II fender ...................... 37
Table 3.9 Two-way channel width proposed by OCDI ........................................ 42
Table 3.10 𝐼𝑒 value for each risk category............................................................ 47
Table 3.11 Site classification ................................................................................ 47
Table 3.12 Site coefficient, 𝐹𝑎.............................................................................. 49
Table 3.13 Site coefficient, 𝐹𝑣 .............................................................................. 49
Table 3.14 Response modification factor, R for moment resisting frame systems53
Table 3.15 Values of approximate period parameters .......................................... 54
Table 3.16 SPT N-value correction factors due to field procedures ..................... 55
Table 3.17 values of nh for granular soil ............................................................... 61
Table 4.1 Coal barge characteristics ..................................................................... 70
Table 4.2 Tide observation summary .................................................................... 70
Table 4.3 Summary of current measurement ........................................................ 71
Table 4.4 Monthly maximum wind speed in knots ............................................... 72
Table 4.5 monthly most wind direction ................................................................ 73
Table 4.6 Soil laboratory test results ..................................................................... 74
Table 4.7 Standard Penetration Test results .......................................................... 75
Table 4.8 Tee head bollard specifications ............................................................. 77
Table 4.9 SH V-fender specifications ................................................................... 78
Table 4.10 the calculation of average field standard penetration resistance ......... 80
Table 4.11 Load combinations on jetty head structure ......................................... 86
Table 4.12 Load combinations on mooring dolphin structure .............................. 87
x
Table 5.1 Tidal constituents analysis .................................................................... 88
Table 5.2 Design water level ................................................................................. 90
Table 5.3 SH V-fender performance values ........................................................ 103
Table 5.4 SH V-fender length and weight .......................................................... 103
Table 5.5 Corrected SPT N-values for field procedures ..................................... 106
Table 5.6 Corrected SPT N-values for field procedures and overburden pressure
............................................................................................................................. 108
Table 5.7 Calculation of skin friction resistance................................................. 111
Table 5.8 Modulus of subgrade reaction calculation .......................................... 115
Table 5.9 Maximum axial load of pile output for jetty head .............................. 116
Table 5.10 Maximum lateral load of pile output for jetty head .......................... 116
Table 5.11 Maximum lateral deflection of pile output for jetty head ................. 117
Table 5.12 Maximum axial load of pile output for mooring dolphin ................. 118
Table 5.13 Maximum lateral load of pile output for mooring dolphin ............... 118
Table 5.14 Maximum lateral deflection of pile output for mooring dolphin ...... 118
xi
LIST OF FIGURES
Figure 2.1 Types of docks ....................................................................................... 6

Figure 2.2 Method of tying up ship to dock ............................................................ 8
Figure 2.3 Mooring buoys for turning the vessels ................................................ 10
Figure 2.4 Breasting dolphins and mooring dolphins ........................................... 11
Figure 2.5 Channel and fairway definition ........................................................... 12
Figure 2.6 Approach channel with turning basin .................................................. 13
Figure 2.7 Coal fired steam power plant ............................................................... 15
Figure 2.8 System boundary of the electricity coal supply chain ......................... 16
Figure 3.1 Tidal types ........................................................................................... 18
Figure 3.2 Impact of ship to the dock ................................................................... 22
Figure 3.3 Dimension of vessel............................................................................. 27
Figure 3.4 Typical values of side berthing approach ............................................ 29
Figure 3.5 Suggested approach velocity dueَtoَberthَexposureَandَship’sَsize ... 30
Figure 3.6 Parameters of eccentricity coefficient ................................................. 33
Figure 3.7 Type of dock structure ......................................................................... 34
Figure 3.8 Relation between kinetic energy and reaction force for type I fender
(Source: Versteegt, 2013)...................................................................................... 36
Figure 3.9 Relation between kinetic energy and reaction force for type II fender 36
Figure 3.10 Flowchart of fender selection ............................................................ 38
Figure 3.12 Parameters of fender pitch ................................................................. 39
Figure 3.13 Channel depth factors ........................................................................ 41
Figure 3.14 Single-lane channel width.................................................................. 41
Figure 3.15 Two-lane channel width .................................................................... 41
Figure 3.16 Dimensions of dredged area .............................................................. 43
Figure 3.17 Design response spectrum ................................................................. 50
Figure 3.18 Definition of free head pile and fixed head pile (McNulty, 1956) .... 59
Figure 3.19 long, free head pile in granular soil (Broms,1964) ............................ 60
Figure 3.20 Buckling of partially embedded pile.................................................. 62
Figure 3.21 Horizontal load applied to pile .......................................................... 64
xii
Figure 3.22 Relationship between modulus of subgrade reaction and N-value.... 65
Figure 4.1 Site location of Bangka-1A Coal Fired Steam Power Plant ................ 66
Figure 4.2 Design flowchart.................................................................................. 67
Figure 4.3 Aerial imagery of Bangka-1A Coal Fired Steam Power Plant ............ 68
Figure 4.4 Bangka-1A Coal Fired Steam Power Plant topography ...................... 69
Figure 4.5 Bangka-1A Coal Fired Steam Power Plant bathymetry ...................... 69
Figure 4.6 Tide observation data ........................................................................... 70
Figure 4.7 Current rose for average depth ............................................................ 71
Figure 4.8 Vertical distribution of the current velocity......................................... 72
Figure 4.9 Wind rose of meteorological station of Klas I, Pangkal Pinang .......... 73
Figure 4.10 Tee head bollard dimensions ............................................................. 76
Figure 4.11 SH V-fender dimensions.................................................................... 77
Figure 4.12 Jetty layout ......................................................................................... 78
Figure 4.13 Design response spectrum of Bangka-1A Power Plant ..................... 82
Figure 4.14 Mooring conditions............................................................................ 83
Figure 4.15 Berthing condition 1 .......................................................................... 84
Figure 4.18 Current conditions ............................................................................. 85
Figure 5.1 Selected bollard dimensions ................................................................ 92
Figure 5.2 Current forces work on pile ................................................................. 93
Figure 5.3 Cross section of approach channel at condition 1 ............................... 96
Figure 5.4 Cross section of approach channel at condition 2 ............................... 96
Figure 5.5 Area of turning basin ........................................................................... 97
Figure 5.6 Cross section of port basin................................................................... 97
Figure 5.7 Required dimensions of dredging area ................................................ 98
Figure 5.8 Capital dredging area for condition 1 .................................................. 99
Figure 5.9 Capital dredging area for condition 2 .................................................. 99
Figure 3.11 Generic performance curve of SH V-fender type ............................ 102
Figure 5.10 SH 1000 V-fender dimensions......................................................... 103
Figure 5.11 Arrangement of fenders ................................................................... 105
xiii
Figure 5.12 Jetty head modelling on SAP2000................................................... 116
Figure 5.13 Mooring dolphin modelling on SAP2000........................................ 117
xiv
ABSTRACT
Bangka-1A Coal Fired Steam Power Plant is using coal fuel to generate electrical power and having
installed capacity of 2 × 50 MW. Raw coal used in electricity generation is produced from coal
mines and transported by coal barges through river or sea. A port is needed to unload the coal shipped
by coal barges and then conveyed to the coal yard. The port shall be able to accommodate a coal
barge with a capacity of 10,000 DWT.
This final project is to design coal unloading port of Bangka-1A Coal Fired Steam Power Plant. The
design includes the waterway and basin, the mooring and berthing facilities, and the foundations to
support the considered loads for each structure. The design methods started with data analysis
including topography and bathymetry maps, meteorological and hydro oceanographic data, as well
as seismic and geotechnical data. The axial load capacity of the pile was calculated using Meyerhof
(1976) while the lateral load capacity was calculated using Broms (1964) method. The loading and
structural analysis were performed using SAP2000.
According to astronomical tides, the jetty and mooring dolphin crowns are set at +3.00 mMSL.
Based on the size of the coal barge, the approach channel is designed with a depth of 6.4 m and a
width of 125 m. The port basin has bed elevation of -7.3 mMSL and turning basin with a diameter
of 151 m. SH 1000 V-fender type is used to absorb the berthing energy. Steel pipe pile foundations
with a diameter of 800 mm and a thickness of 25 mm driven to an elevation of -31.3 mMSL are used
as foundations of the structure including jetty head and mooring dolphins and safe to accommodate
the considered loads.
Keywords: jetty, mooring dolphin, fender, pile foundation
xv
INTISARI
Pembangkit Listrik Tenaga Uap (PLTU) Bangka-1A menggunakan bahan bakar batubara untuk
membangkitkan tenaga listrik dan memiliki kapasitas terpasang sebesar 2 × 50 MW. Batubara yang
digunakan untuk membangkitkan listrik dihasilkan dari tambang batubara dan diangkut
mengunakan tongkang batubara melalui sungai maupun laut. Pelabuhan dibutuhkan untuk
membongkar muatan batubara yang diangkut oleh tongkang dan kemudian dipindahkan ke lapangan
penumpukan batubara. Pelabuhan dirancang untuk dapat melayani kapal tongkang batubara dengan
kapasitas 10.000 DWT.
Tugas akhir ini bertujuan untuk merancang pelabuhan bongkar batubara untuk PLTU Bangka-1A.
Perancangan meliputi kolam pelabuhan dan alur pelayaran, fasilitas sandar dan tambat, serta fondasi
untuk menahan beban yang diperhitungkan pada masing-masing struktur. Metode perancangan
dimulai dengan melakukan analisis data seperti peta topografi dan batimetri, data meteorologi dan
hidro oceanografi, serta data seismik dan geoteknik. Kapasitas dukung aksial tiang dihitung
menggunakan metode Meyerhof (1976), sedangkan kapasitas dukung lateral tiang dihitung
menggunakan metode Broms (1964). Pembebanan dan analisis struktur dilakukan dengan
menggunakan SAP2000.
Berdasarkan pasang surut air laut, jetty dan mooring dolphin dirancang dengan elevasi puncak +3,00
mMSL. Berdasarkan ukuran tongkang batubara, alur pelayaran dirancang dengan kedalaman 6,4 m
dan lebar 125 m. kolam pelabuhan memiliki elevasi dasar -7,3 mMSL dan kolam putar dengan
diameter sebesar 151 m. Fender tipe V SH 1000 digunakan untuk menyerap energi benturan kapal.
Fondasi tiang pipa baja dengan diameter 800 mm dan tebal 25 mm yang dipancang hingga elevasi
-31,3 mMSL digunakan sebagai fondasi struktur jetty head dan mooring dolphin dan aman untuk
menahan beban yang diperhitungkan.
Kata Kunci: jetty, mooring dolphin, fender, fondasi tiang
xvi
CHAPTER 1
INTRODUCTION
1.1 Background
Energy plays important role in supporting both national and regional development,
especially for the industrial sector. Energy development is focused on providing
sufficient energy supply at an affordable price. Along with the regional
development growth, especially in industrial sector, electricity demand will
continue to rise. Moreover, within the next few years, the development of
communities from rural to urban will stimulate new demand of electricity.
Furthermore, improvement of democratic economy development will also increase
the demand in rural areas.
Bangka Belitung is one of the provinces that will become one of the regions
experiencing the growth of energy due to the new industry and tourism. The growth
of electrical energy must be balanced with the growth of new power plants in order
to maintain the stability of energy supply and demand in Bangka.
Answering the short-term energy crisis as well as reducing diesel consumption due
to Diesel Power Plant (PLTD) and concerning growth of electricity demand, PLN
intends to build a Steam Power Plant (PLTU). One of the proposed power plants is
PLTU Bangka-1A which is located at Air Anyir, Bangka Island, Bangka Belitung.
This power plant lays at coordinate 2°4'50.14"S and 106°9'4.76"E. Construction of
this plant in the future will replace the number of power plants that still use diesel
fuel in Bangka Belitung.
Bangka-1A Power Plant is using coal fuel to generate electricity power and having
installed capacity of 2 x 50 MW. Raw coal used in electricity generation is
produced from coal mines and transported by coal barges through river or sea. A
port is needed to unload the coal shipped by coal barges and then conveyed to the
coal yard. The port shall be able to accommodate a coal barge with a capacity of
10,000 DWT.
1
2
Coal unloading port should be designed so that the coal barge can unload the coal
safely and quickly. The design includes approach channel, port basin, mooring and
berthing facilities, jetty platform, and foundations. Jetty shall be designed
considering the loads applied to the structure and be able to support the loads.
Two units of fixed grab crane with an average rate capacity of 600 tons/hour for
each crane will be installed to serve 10,000 DWT coal barge. Each grab crane will
be positioned at the both end of the jetty assisted by hopper on the jetty. The
dimension of the jetty is influenced by operation and maintenance facilities built on
the jetty. Belt conveyor system shall be established to transport the coal from jetty
to coal storage area.
1.2 Problem Statements

The problem statements of this final project are concluded into several design
questions as follows:
1. What is the design of coal unloading port to accommodate 10,000 DWT

coal barge?
2. What kind of forces are necessary to be applied on the jetty to analyze the
structure?
3. What is the magnitude of lateral forces that applied to the structure by coal
barge?
4. How to design mooring and berthing systems to accommodate 10,000 DWT
coal barge?
5. How to design port waterway and basin to accommodate 10,000 DWT coal
barge?
6. How to analyze and model jetty structure using SAP2000?
1.3 Design Objectives

Corresponding to aforementioned background, the design objectives of this final
project are as follows:
3
1. Designing a coal unloading jetty. The design includes:

a. Determining the dimension and top elevation of the jetty platform.
b. Calculating the forces applied to the structure.
c. Acquiring the probable maximum forces loaded to each support.
2. Designing the mooring facility
3. Designing the port basin and approach channel.
4. Designing the dock fenders to reduce the berthing force impacted by coal
barge. The design includes the dimension of fender, amount of fender, and
arrangement of fender.
5. Designing pile foundation to support the upper structure. The design
includes the dimension of pile, amount of pile, and layout of pile.
1.4 Design Scopes

Design scopes in this final project are as follows:
1. Secondary data are used for designing the structure.

2. The design of the reinforced concrete structure for slabs, beams, and pile
caps are not considered.
3. Loading provision for structural analysis is based on SNI 1727:2013. For
earthquake load is based on the provisions of SNI 1726:2012 using response
spectrum method.
4. The dock fenders used in the design are V-fender type.
5. The driven piles used in the design are steel pipe piles.
6. The pile foundation design is based on soil investigation data conducted by
Standard Penetration Test (SPT) and soil specimen tests at the area where
the jetty will be built.
7. Structural analysis is performed by generating 3D analysis using software
of SAP2000 V.14.
8. The sediment transport of the river is not considered.
9. The erosion outside of river bend is not considered.
10. The slope stability of river bank is not considered.
4
11. The inertial force of the mass of the displaced water due to earthquake is not
considered.
1.5 Design Benefits

Benefits of design in this final project are as follows:
1. Obtaining the most feasible design of coal unloading port.

2. Obtaining the most feasible foundation design to support the considered
loads.
3. Acquiring the reference design to estimate the total cost to build the coal
unloading port
CHAPTER 2
LITERATURE REVIEW
2.1 Ports
A port is a sheltered harbor where marine terminal facilities are provided, consisting
of piers or wharves at which ships berth while loading or unloading cargo, transit
sheds and other storage areas where ships may discharge incoming cargo, and
warehouses where goods may be storage for longer periods while awaiting
distribution or sailing (Quinn, 1972).
Ports come in a variety of types depending on points of view including operation

terms, business terms, national and international trade purposes, utilization terms,
and geographic locations (Triatmodjo, 2010).
In terms of operation, two types of ports are general ports and specific ports. In
terms of business, there are enterprise ports and non-enterprise ports. For national
and international trade purposes, there are ocean ports and inland-waterway ports.
In terms of utilization, there are six types of ports which are fishing ports, oil ports,
cargo ports, passenger ports, mixed ports, and military ports. Three types of ports
related to geographic locations are natural ports, artificial ports, and semi-natural
ports.
Cargo handling at ports is conducted at shipping terminals which the handling

depends on the shipped cargo types. There are three types of cargo as follows:
1. General cargo includes item that are shipped as units, like automobiles and
machinery, and materials in any kind of package, like bales, bags, barrels,
or boxes.
2. Bulk cargo includes free-flowing dry materials like grain, ore, portland
cement, sugar, sand, and coal, and liquids like water, oil, and petroleum
products.
3. Container is a large metal box as package used for shipping goods.
Containers have standard sizes as follows:
5
6
a. 20-footer container has a size of 8 x 8 x 20 ft3

b. 40-footer container has a size of 8 x 8 x 40 ft3
2.1.1 Docks
A dock is a general term used to describe a marine structure for the mooring or
tying up of vessels, for loading and unloading cargo, or for embarking and
disembarking passengers. The factors to determine the type of dock to be
constructed are the size of ships to use the dock, the direction of waves and wind,
soil conditions, particularly if dredging is to be considered, and last but of
considerable importance – the determination of the most economical type of
construction (Quinn, 1972).
Docks can differ into three types which are wharves, piers, and jetties as shown in
Figure 2.1.
Figure 2.1 Types of docks

(Source: Triatmodjo, 2010)
A wharf is a dock which parallels the shore and generally contiguous with the shore.
A pier is a dock which is located on the shore and projected out from the shore
7
(finger-shaped). As contrasted to a wharf, which can be used for docking on one

side only, a pier may be used on both sides with the result that it can provide berths
for more vessels. A jetty is a dock which projects into the water until it reaches a
considerable depth to accommodate the loaded draft of vessels.
The construction of wharves and piers is classified as docks of closed or solid

construction, while the construction of jetties is classified as docks of open
construction. Docks of closed or solid construction prevalently use sheet-pile cells,
bulkheads, cribs, caissons, and gravity (quay) walls, while docks of open
construction use driven piles to support the jetty platform (Triatmodjo, 2010).
2.1.2 Dock fenders

The principal function of a dock fender is to hold the ship off the face of the dock.
The fender itself can absorb a certain amount of energy due to impact caused by a
ship striking the dock when berthing in order that the force of impact which loads
to the dock structure can be reduced. The magnitude of force applied to the dock
structure depends on the type of fender and the allowable deflection occurs to
fender.
Fenders are made of elastic materials such as wood or rubber. A wood fender is
usually a timber fastened to the face of the dock or a wood driven pile. Nowadays
wood fenders are high-priced and causing environmental problems due to logging.
Rubber fenders which are manufactured by many factories are the most widely used
due to their performance and they are available on the market in many types.
Rubber fenders are divided into two types as follows:
1. Fenders which are installed at the dock structure, can be divided into
buckling fender, like V-type fender, A-type fender, and cell-type fender, and
non-buckling fender, like rubber-tired wheel fender and cylindrical-type
fender.
2. Fenders which are floating between the ship and the dock, like pneumatic
fender (Triatmodjo, 2010)
8
2.1.3 Moorings
A mooring is a construction that is used for following purposes:
1. Tying up of vessels when berthing to forestall free movement of the ship on

the water due the force of wind, current, and waves.
2. Assisting of vessels when maneuvering and turning.
A mooring may be located at shore (dock) and in the water. According to the
construction types, moorings can be divided into three types as follows:
1. Mooring fittings
2. Mooring buoys
3. Dolphins
a. Mooring fittings
A berthing ship will tie up to a dock with bow and stern lines, spring and breast
lines. Figure 2.2 shows the method of tying up ship to the dock. These lines
will be fastened to mooring fittings known as bollard, single or double, which
are located along the face of the dock. Larger fittings called corner mooring
posts are sometimes located at the outshore corners of a pier or at the ends of a
wharf (Quinn, 1972).
Figure 2.2 Method of tying up ship to dock

(Source: Quinn, 1972)
9
Bollards are used for tying up ship to the dock on normal weather conditions.
Corner mooring posts are not only used for tying up ship to the dock on normal
and stormy weather conditions, but also used principally while bringing the
ship into the dock or while it warps around the corner of the pier or turning
dolphin (Triatmodjo, 2010).
b. Mooring buoys
Mooring buoys are located at a port basin or offshore. The ships which will load
and unload the cargo cannot always directly berth to the dock due to operation
and maintenance of the dock. Therefore, the ships must wait outside the dock
and idle. If the ships are outside the breakwater protection, they can anchor their
own anchors.
However, the waves outside the breakwater protection are not always calm thus
the ships are recommended anchoring their anchors inside the breakwater
protection. Since the limited area of breakwater protection, the ships anchoring
their own anchors can interfere the other ships due to the 360-degree-rotary
motion of the ships with the result that they require a large area. To reduce the
rotary movement of the ships, several mooring buoys are required.
Besides as a tying up of vessels, a mooring buoy can be used to assist the turning
of vessels. The turning vessels can endanger the berthing vessel in narrow areas.
Therefore, some mooring buoys are installed between two piers to assist the
turning of vessels and reduce undesired risks. These mooring buoys also can be
used to assist the breaking of vessels. Figure 2.3 shows the function of mooring
buoys for turning the vessels.
10
Figure 2.3 Mooring buoys for turning the vessels

c. Dolphins
A dolphin is a construction which is used as mooring and berthing facilities of
vessels. Jetty which projects into the water that is used for docking tankers or
coal barges is equipped with dolphins. After berthing, vessels or barges are
moored at the dolphins. Dolphins are usually used at bulk cargo shipping
terminals for the loading and/or unloading of bulk cargo. Dolphins are designed
principally for the horizontal loads of impact and/or wind and current forces
from a ship when it is docking and during the time that it is moored (Quinn,
1972).
Dolphins are divided into two types which are breasting dolphins and mooring
dolphins. Breasting dolphins are larger than mooring dolphins because the
breasting dolphins are designed for the horizontal loads of impact from berthing
ships and tractive forces from the ships due to wind, current, and waves.
Breasting dolphins are equipped with fenders to hold the ships off the dock, and
mooring posts to fasten the mooring lines, assist the moving of the ships, and
hold the tractive force from moored ships.
11
Mooring dolphins are not used to hold the horizontal loads of impact from
berthing ships, they are only used as mooring facilities. Mooring dolphins are
located around theَjettyَformingَanَangleَofَaboutَ45˚َtoَbow and stern lines.
Mooring dolphins are also equipped with mooring posts. Figure 2.4 shows
breasting dolphins and mooring dolphins.
Figure 2.4 Breasting dolphins and mooring dolphins

(Source: Ghiffari, 2017)
2.1.4 Approach Channels

An approach channel is defined as any stretch of waterway linking the berths of a
port and the open sea. There are two main types of approach channel as follows:
1. An outer channel in open water and exposed to waves that can produce
significant vertical ship motions of heave, pitch, and roll.
2. An inner channel that lies in relatively sheltered waters and is not subject to
wave action of any significance to large ships.
The channel normally terminates at its inner end in a maneuvering area (turning
and/or berthing area) which allows stopping, turning, and berthing maneuvers to be
undertaken (PIANC, 2014).
12
The channel is a feature of waterway that has a width and depth that is sufficient to
allow safe passage of the design ships. It might be dredged or may be naturally
occurring. The fairway is defined as the wider navigable waterway for all vessels
and can be marked with buoys to indicate the limits of safe navigation. The fairway
markers may be positioned to allow the passage of smaller vessels on either side of
the dredged or design ship channel. In some cases, both the deep-water channel and
the outer lanes for smaller vessels may be marked (PIANC, 2014). Figure 2.5
shows the definition of channel and fairway.
Figure 2.5 Channel and fairway definition

(Source: PIANC, 2014)
2.1.5 Turning Basins

A turning basin is an area where vessels are often assisted by tugs to their berths
and may be turned beforehand (PIANC, 2014). The turning basin diameter depends
on the risk involved. If the environmental conditions are particularly adverse, for
examples nearby hard structures, ships with dangerous cargo, strong currents or
wind, or harsh wave action, a larger turning basin diameter may be selected.
If terminals are located along the boundary of a channel or river, the width of the
channel or river may need to be widened to allow an appropriately sized turning
area. When using such a turning area, other marine traffic will be prevented from
13
using the channel which may cause additional waiting times. This could be avoided
by placing the turning area outside the channel section, where possible, or through
traffic management (PIANC, 2014). Figure 2.6 shows the layout of approach
channel with turning basin.
Figure 2.6 Approach channel with turning basin

2.2 Bulk Cargo Shipping Terminals

Bulk cargo can be divided into two types as follows:
1. Free-flowing dry materials including mining products such as coal, iron ore,
bauxite, and agricultural products such as grain, sugar, flour, etc.
2. Liquids which are shipped by tanker such as petroleum, palm oil, liquid
chemicals, etc.
A bulk cargo shipping terminal is usually designed for a single function, such as
loading grain or unloading ore. A bulk cargo shipping terminal must be equipped
with storage facilities and loading and/or unloading facilities depending on the bulk
cargo which is handled.
2.2.1 Storage facilities

Adequate storage capacity is a basic requirement in any bulk cargo terminal. The
minimum requirement is surge capacity to take up the slack between the rate of ship
loading or unloading and the rate of inland transportation.
14
The type of storage facilities varies according to the shipping requirements and the
nature of the material. They may take the form of extensive railroad yards for
storing loaded cars, tanks for liquids, silos or warehouses for material requiring
protection from weather, or open ground storage for nonperishable materials, like
crushed stone, ore, and coal (Quinn, 1972).
2.2.2 Material handling equipment

Liquids, of course, are pumped, and some lightweight powdered or fine granular
materials, like cement and grain, can be transported pneumatically. However, most
bulk materials are handled by conveyors or buckets and frequently by a
combination of two (Quinn, 1972).
Belt conveyors are the most versatile for rapid movement of a wide variety of
powdered, granular, and lumpy materials. They can carry large quantities for long
distances,َ horizontallyَ orَ upَ andَ downَ slopesَ ofَ 15˚َ toَ 20˚.َ Withَ appropriateَ
auxiliary equipment, they can be loaded or discharged at their terminals or at
intermediate points. They are used to move material into and out of storage and into
theَship’sَholds (Quinn, 1972).
Buckets are used to unload bulk materials. The clamshell bucket is the most used
piece of equipment for high-speed unloading of bulk cargo. The tower may be
stationary or travelling. The travelling type is a timesaver because it can be moved
from hatch to hatch faster than the ship can be move to a new position in front of a
fixed tower (Quinn, 1972).
2.3 Coal Fired Steam Power Plant

A steam power plant or commonly known as thermal power station is a power
station which generates electric power using heat energy. The heat energy is
produced by heating water that turns into steam and spins a steam turbine which
drives an electrical generator. There are many types of thermal power plant such as
nuclear power plant, fossil fueled power plant, geothermal power plant, biomass
fueled power plant, solar thermal electric plant, etc. A coal-fired steam power plant
15
is one of fossil fueled power plant that uses heat energy generated from burning
coal to produce electrical energy. The coal-fired steam power plant is the most
common type of thermal power station widely used around the world. Figure 2.7
is an overview of coal-fired steam power plant.
Figure 2.7 Coal fired steam power plant

(Source: Asada, et al., 2007)
The raw coal used in electricity generation is produced from coal mines and
transported by barges or bulk cargo ships trough river or sea. A coal-fired power
plant is usually situated along a river or on the coast and has its own jetty for coal
unloading facility. The unloaded raw coal then conveyed to the stockpile commonly
known as coal yard. The coal received may vary in sizes and sometimes it must be
crushed first into similar sizes then sent by belt conveyor to a storage pile. The
system boundary of the electricity coal supply chain is defined as the system starts
with the mining process, coal transportation process, and coal burning process
(Wang & Mu, 2014). Figure 2.8 shows the system boundary of the electricity coal
supply chain.
16
Figure 2.8 System boundary of the electricity coal supply chain

(Source: Wang & Mu, 2014)
CHAPTER 3
THEORITICAL BASIS
3.1 Jetty Design

Jetty is used for berthing and mooring of coal barges and unloading of coal. The
dimension of the jetty should be able to accommodate the coal barge so that it
depends on the size of the barge berthing to the dock. The jetty should be designed
in order that the barge can unload the coal safely and quickly.
Design of jetty requires data of bathymetry, tides, wind, current, and forces acting
on the jetty structure. Forces acting on the jetty structure include vertical loads due
to self-weight of the jetty and the weight of coal unloader, wind load, current force,
earthquake load, berthing force, and mooring force due to wind and current.
3.1.1 Astronomical tides

Astronomical tides are the rise and fall of sea level due to gravitational forces
exerted by the Moon, the Sun, and the rotation of Earth. Astronomical tides can be
viewed as sum of components known as tidal constituents. Table 3.1 shows the
tidal constituents. Types of tide can be divided into four types as follows:
1. Semidiurnal tide
High tide and low tide nearly occur uniformly twice daily. The two highs
and the two lows do not differ much. The tidal period is about 12 hours and
24 minutes.
2. Diurnal tide
High tide and low tide nearly occur uniformly once daily. The period of tide
is about 24 hours and 50 minutes.
3. Mixed predominantly semidiurnal tide
High tide and low tide occur twice daily, but the tidal periods and amplitudes
are unequal.
4. Mixed predominantly diurnal tide
17
18
High tide and low tide occur once daily, but sometimes high tide and low
tide occur twice daily with inequalities in tidal periods and amplitudes.
Figure 3.1 shows the tidal types.
Table 3.1 Tidal constituents

Period
No. Constituents Symbol Description
(hour)
0 Average water level 𝑍0 -
1 Main lunar constituent 𝑀2 12.4206
2 Main solar constituent 𝑆2 12.0000
3 Lunar constituent, due to Earth-Moon 𝑁2 12.6582
Semidiurnal
distance
4 Soli-lunar constituent, due to the change of 𝐾2 11.9673
declination
5 Soli-lunar constituent 𝐾1 23.9346
6 Main lunar constituent 𝑂1 Diurnal 25.8194
7 Main solar constituent 𝑃1 24.0658
8 Main lunar constituent 𝑀4 6.2103
Quarterly
9 Soli-lunar constituent 𝑀𝑆4 6.1033
Figure 3.1 Tidal types

19
The fluctuation of sea water level due to astronomical tides can be modeled with
the function of time in accordance with Equation (3.1).
𝑛 𝑛
ℎ𝑡𝑖 = 𝑍0 + ∑ 𝐴𝑛 cos(𝜔
̅𝑛 𝑡𝑖 ) − ∑ 𝐵𝑛 sin(𝜔
̅𝑛 𝑡𝑖 ) (3.1)
1 1
where:
2𝜋
𝜔
̅𝑛 = (3.2)
𝑇𝑛
The tide data can be obtained from tidal observation using tide gauge. the tide data
represent the relationship between water elevation and time. The values of 𝐴𝑛 and
𝐵𝑛 for each tidal constituent can be determined from the tide data in accordance
with Equation (3.3).
𝑍0
𝐴1
ℎ𝑡1 1 cos(𝜔
̅1 𝑡1 ) − sin(𝜔
̅1 𝑡1 ) ⋯ cos(𝜔
̅9 𝑡1 ) − sin(𝜔
̅ 9 𝑡1 )
𝐵
[ ⋯ ] = [1 ⋯ ⋯ ⋯ ⋯ ⋯ ] 1 (3.3)
⋯
ℎ𝑡𝑥 1 cos(𝜔
̅1 𝑡𝑥 ) − sin(𝜔
̅1 𝑡𝑥 ) ⋯ cos(𝜔
̅9 𝑡𝑥 ) −sin(𝜔̅9 𝑡𝑥 )
𝐴9
[𝐵9 ]
The amplitude of tidal constituent shall be determined in accordance with Equation

(3.4).
𝐻𝑛 = √𝐴𝑛 2 + 𝐵𝑛 2 (3.4)
The phase of tidal constituent shall be determined in accordance with Equation

(3.5).
𝐵𝑛
𝑔𝑛 = tan−1 (3.5)
𝐴𝑛
The rise and fall of sea water level can be estimated in accordance with Equation
(3.1). The values of 𝐴𝑛 and 𝐵𝑛 shall be determined in accordance with Equation
(3.6) and Equation (3.7).
𝐴𝑛 = 𝐻𝑛 cos 𝑔𝑛 (3.6)
20
𝐵𝑛 = 𝐻𝑛 sin 𝑔𝑛 (3.7)
where:
ℎ𝑡𝑖 = water elevation at i-time
𝑍0 = average water level
𝑇𝑛 = period of tidal constituent
𝜔
̅𝑛 = angular velocity of tidal constituent
𝑡𝑖 = time
𝐻𝑛 = amplitude of tidal constituent
𝑔𝑛 = phase of tidal constituent
The definitions for the representative type of water level are as follows:
1. Highest Astronomical Tide (HAT)

The highest level which can be predicted to occur under average
meteorological conditions.
2. Highest High Water Level (HHWL)
The highest water level occurring in the period from 2 days before to 4 days
after the day of lunar syzygy.
3. Mean High Water Level (MHWL)
The mean value of all high water levels, including the spring tide and the
neap tide.
4. Mean Sea Level (MSL)
The average height of the sea level over a certain period.
5. Mean Low Water Level (MLWL)
The mean value of all low water levels, including the spring tide and the
neap tide.
6. Chart Datum Level (CDL)
The standard water level obtained by subtracting the sums of amplitudes of
the four principal tidal constituents (M2, S2, K1, and O1) from the mean sea
level. This is used as the standard for water depth in nautical charts.
7. Lowest Low Water Level (LLWL)
21
The lowest water level occurring in the period from 2 days before to 4 days
after the day of lunar syzygy.
8. Lowest Astronomical Tide (LAT)
The lowest level which can be predicted to occur under average
meteorological conditions.
The amplitude of all representative types of water level can be determined in

accordance with following equations.
a. High Astronomical Tide (HAT)
𝐻 = 𝑍0 + 𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 + 𝑁2 (3.8)
b. Highest High Water Level
𝐻 = 𝑍0 + 𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 (3.9)
c. Mean High Water Level
𝐻 = 𝑍0 + 𝑀2 + 𝐾1 + 𝑂1 (3.10)
d. Mean Sea Level
𝐻 = 𝑍0 (3.11)
e. Mean Low Water Level
𝐻 = 𝑍0 − (𝑀2 + 𝐾1 + 𝑂1 ) (3.12)
f. Chart Datum Level
𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾1 + 𝑂1 ) (3.13)
g. Lowest Low Water Level
𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 ) (3.14)
h. Lowest Astronomical Tide
𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 + 𝑁2 ) (3.15)
Formzahl Number (𝐹𝑧 ) is used to classify the type of tide based on the ratio of
diurnal amplitudes and semidiurnal amplitudes components. Formzahl Number
shall be determined in accordance with Equation (3.16).
22
𝐾1 + 𝑂1 (3.16)
𝐹𝑧 =
𝑀2 + 𝑆2
where:
𝐹𝑧 < 0.25 for semidiurnal tide
0.25 < 𝐹𝑧 < 1.5 for mixed predominantly semidiurnal tide
1.5 < 𝐹𝑧 < 3.0 for mixed predominantly diurnal tide
𝐹𝑧 > 3.0 for diurnal tide
3.1.2 Berthing force

The berthing force transmitted to the jetty structure depends on the berthing energy
absorbed by the fenders system which is installed in front of the jetty. The
relationship between the berthing energy and the reaction applied to the structure is
according to the fender performance and the allowable deflection occurs. Figure
3.2 shows the impact of berthing ship. Fenders will transmit the reaction (F) to the
structure in accordance with the deflection (d) which occurs.
Figure 3.2 Impact of ship to the dock

3.1.3 Mooring force

A berthing ship at the jetty will be tied up using mooring lines which are fastened
to mooring fittings known as bollards. Tying up of the ship is done to forestall free
movement of the ship on the water due the force of wind and current during the
23
loading or unloading process. The tractive forces of the ship applied to the mooring
fittings due to wind and current are known as mooring forces.
a. Mooring force due to wind

Wind acting on the moored ship causes the movement of the ship and generates
the tractive force to the structure. If the jetty faces the upwind direction, the
impact force of the ship may occur. If the jetty faces the downwind direction,
the tractive force of the ship may occur. The magnitude of the wind force
depends on the wind speed and direction, which may be determined in
accordance with following equations.
1) Longitudinal force due toَwindَgustsَfromَbowَdirectionَ(αَ=َ0˚)
𝑅𝑤 = 0.42𝑄𝑎 𝐴𝑤 (3.17)
2) Longitudinalَforceَdueَtoَwindَgustsَfromَsternَdirectionَ(αَ=َ180˚)
𝑅𝑤 = 0.5𝑄𝑎 𝐴𝑤 (3.18)
3) Lateralَforceَdueَtoَwindَgustsَfromَbeamَdirectionَ(αَ=َ90˚)
𝑅𝑤 = 1.1𝑄𝑎 𝐴𝑤 (3.19)
and
𝑄𝑎 = 0.063𝑉 2 (3.20)
where:
𝑅𝑤 = force due to wind (kg)
𝑄𝑎 = wind pressure (kg/m2)
𝑉 = wind velocity (m/s)
𝐴𝑤 = projected area of hull above water as viewed from the wind direction (m2)
b. Mooring force due to current

Alike the wind, current acting on the submerged hull of moored ship causes the
movement of the ship and generates the tractive force to the structure. The
magnitude of current force shall be determined in accordance with Equation
(3.21).
24
𝑉𝑐 2 (3.21)
𝑅𝑎 = 𝐶𝑐 𝛾𝑤 𝐴𝑐
2𝑔
where:
𝑅𝑎 = force due to current (kg)
𝐴𝑐 = projected area of submerged hull viewed from the current direction (m2)
𝛾𝑤 = density of fluid (kg/m3)
𝑉𝑐 = current velocity (m/s)
𝐶𝑐 = current pressure coefficient
The value of 𝐶𝑐 which is according to the shape of the ship and the depth of
water in front of the moorings, may be determined in accordance with following
values.
Factors for calculating the lateral current force:

1) For the deep water, the value of 𝐶𝑐 = 1.0 – 1.5
2) Water depth/draft of ship = 2, the value of 𝐶𝑐 = 2.0
3) Water depth/draft of ship = 1.5, the value of 𝐶𝑐 = 3.0
4) Water depth/draft of ship = 1.1, the value of 𝐶𝑐 = 5.0
5) Water depth/draft of ship = 1, the value of 𝐶𝑐 = 6.0
The values of 𝐶𝑐 for calculating the longitudinal current force vary from 0.2 for
the deep water and 0.6 for the ratio between water depth and ship draft is
approximately equal to 1.
c. Tractive force acting on a bollard

A vessel uses its own engine and mooring lines which are fastened to the bollard
to be stationary when berthing. Therefore, bollards must be designed to resist
the tractive forces which have a minimum magnitude equals to the force which
can snap the mooring lines. Table 3.2 shows the bollard tractive force and
required interval between bollards.
25
Table 3.2 Tractive forces acting on bollards

Displacement Bollard Interval Lateral Longitudinal
(ton) Force between Bollard Bollard Force
(kN) bollards (m) Force (kN/m)
(kN/m)
2,000 100 5-10 15 10
5,000 200 10-15 15 10
10,000 300 15 20 15
20,000 500 20 25 20
30,000 600 20 30 20
50,000 800 20-25 35 20
100,000 1,000 25 40 25
200,000 1,500 30 50 30
3.1.4 Current force

For the bodies of structures that are submerged in water where there is strong
current such as a tidal current or river flow, it is necessary to consider the forces
produced by the currents with the largest velocity from the most unfavorable
direction. According to the type of structures or members, it may be also necessary
to consider the vertical distribution of the current velocity.
The fluid forces due to current acting on submerged body of structure are divided
into the drag force acting in the direction of the current and lift force acting in the
direction perpendicular to the current.
The drag force caused by the current shall be determined in accordance with
Equation (3.22).
1 (3.22)
𝐹𝐷 = 𝐶 𝜌 𝐴𝑈2
2 𝐷 0
where:
𝐹𝐷 = drag force acting on the object in the direction of the current (kN)
26
𝐶𝐷 = drag coefficient
𝜌0 = density of water (ton/m3)
𝐴 = projected area of the object in the direction of the current (m 2)
𝑈 = flow velocity (m/s)
Table 3.3 shows the drag coefficients of several shapes
Table 3.3 Drag coefficients

Projected
Shape Drag coefficient
area
Circular cylinder
Dℓ 1.0َ(ℓ>D)
(rough surface)
Rectangular prism Bℓ 2.0َ(ℓ>B)
Circular disc 0.25πD2 1.2
a/bَ=َ1َ→َ1.12
Flat plate ab
a/bَ=َ∞َ→َ2.01
Sphere 0.25πD2 0.5~0.2
Cube D2 1.3~1.6
(Source: OCDI, 2002)

27
3.1.5 Vessel characteristics

The dimension of vessel is required in designing a jetty. It can determine the
dimension of jetty, the crown height of jetty, the depth of waterway and basin, the
width of waterway and basin, also the berthing and mooring facilities. Figure 3.3
defined the dimension of vessel.
Figure 3.3 Dimension of vessel
Some vessel characteristics such as Displacement Tonnage (DT), lateral and

longitudinal projected area of hull, surface area of submerged hull, ballast loaded
displacement, and ballast loaded draft for various vessel types can be determined in
accordance with coefficients listed in Table 3.4.
Displacement Tonnage can be determined in accordance with Equation (3.23) .
𝐷𝑇 = 𝛼 (𝐷𝑊𝑇)𝛽 (3.23)
Lateral and longitudinal projected area of hull, and surface area of submerged hull
can be determined in accordance with Equation (3.24).
𝐴 = 𝛼 (𝐷𝑊𝑇)𝛽 (3.24)
Ballast loaded displacement can be determined in accordance with Equation

(3.25).
𝐷𝑏𝑎𝑙𝑙𝑎𝑠𝑡 = 𝛼 (𝐷𝑇)𝛽 (3.25)
Ballast loaded draft can be determined in accordance with Equation (3.26).
𝑑𝑏𝑎𝑙𝑙𝑎𝑠𝑡 = 𝛼 (𝑑𝑟𝑎𝑓𝑡𝑚𝑎𝑥 )𝛽 (3.26)

28
Table 3.4 Vessel characteristic coefficients

General Dry bulk
Vessel Type Tanker
cargo cargo
Dead Weight Tonnage 500-140,000 500-320,000 500-200,000
Coefficient α β α β α β
Displacement Tonnage 2.463 0.936 2.028 0.954 1.687 0.969
Fully
8.770 0.496 4.964 0.522 4.390 0.548
Above loaded
Lateral
water Empty
projected area 9.641 0.533 5.943 0.562 5.171 0.580
load
of hull as
Fully
viewed from 3.495 0.608 3.198 0.611 2.723 0.625
loaded
wind direction Submerged
Empty
1.404 0.627 1.629 0.610 1.351 0.633
load
Longitudinal Fully
2.763 0.490 2.666 0.478 1.971 0.510
projected area loaded
Above
of hull as
water Empty
viewed from 3.017 0.510 2.485 0.517 1.967 0.538
load
wind direction
Fully
9.260 0.639 6.162 0.673 4.576 0.702
Surface area of submerged loaded
hull Empty
4.637 0.669 3.865 0.686 3.471 0.701
load
Ballast loaded displacement 0.199 1.084 0.383 1.018 0.385 1.023
Ballast loaded draft 0.352 1.172 0.548 0.966 0.551 0.993
3.1.6 Elevation of jetty

The crown height of jetty shall be set at an appropriate height that is suitable for the
main dimensions of the target vessel and the natural conditions of the surrounding
area. The tidal level that is used as the datum in the determination of the crown
height shall be the highest astronomical tide. The standard crown heights proposed
by OCDI are shown in Table 3.5.
29
Table 3.5 Standard crown heights of wharves

Tidal range 3.0 m or Tidal range less than
Type of wharf
more 3.0 m
Wharf for large vessels
(water depth of 4.5 m and +0.5-1.5 m +1.0-2.0 m
more)
Wharf for small vessels
(water depth of less than 4.5 +0.3-1.0 m +0.5-1.5 m
m)
3.2 Fender Design

The impact force from berthing ship must be reduced before it is transmitted to the
jetty structure. Fender systems should be designed to absorb the kinetic energy of a
berthing ship and transmit the reduced reaction force to the structure. The berthing
force applied to the structure depends on the fender type and the allowable
deflection of the fender. The main purpose of fender systems is to prevent the ship
and the jetty structure from damage due to berthing process.
3.2.1 Approach velocity

Berthing speeds depend on the ease or difficulty of the approach, the exposure of
the berth,َandَtheَvessel’sَsize.َTheَvesselَapproachesَtheَjettyَusingَsideَberthingَ
approach. Figure 3.4 shows the typical values of side berthing approach. Figure
3.5 shows the recommended values of approach velocity due to berth exposure and
vessel’sَsizeَsuggestedَbyَPIANC.
Figure 3.4 Typical values of side berthing approach

(Source: Trelleborg Marine Systems, 2016)
30
Figure 3.5 Suggestedَapproachَvelocityَdueَtoَberthَexposureَandَship’sَsize

3.2.2 Berthing energy

The impact force of berthing ship to the jetty structure can be calculated in
accordance with the berthing energy. Most berthing ships will have energy less than
or equal to normal berthing energy. the normal energy to be absorb by the fender
can be calculated in accordance with Equation (3.27).
𝐸𝑁 = 0.5𝑀𝐷 𝑉𝐵 2 𝐶𝑀 𝐶𝐸 𝐶𝐶 𝐶𝑆 (3.27)
where:
𝐸𝑁 = normal berthing energy to be absorbed by the fender (kNm)
𝑀𝐷 = displacement of vessel (ton)
𝑉𝐵 = approach velocity component perpendicular to the berthing line (m/s)
𝐶𝑀 = added mass coefficient
𝐶𝐸 = eccentricity coefficient
𝐶𝐶 = berth configuration coefficient
𝐶𝑆 = softness coefficient
31
Abnormal impacts arise when the normal energy is exceeded. Causes may include
human error, malfunctions, exceptional weather conditions or combination of these
factors. The abnormal energy to be absorbed by the fender can be calculated in
accordance with Equation (3.28).
𝐸𝐴 = 𝐹𝑆 𝐸𝑁 (3.28)
where:
𝐸𝐴 = abnormal berthing energy to be absorbed by the fender (kNm)
𝐹𝑆 = safety factor for abnormal berthing
PIANC recommends that the factor of abnormal impact when derived should not
be less than 1.1 nor more than 2.0 unless exception circumstance prevail. Table 3.6
shows the factors of safety recommended by PIANC.
Table 3.6 Safety factor for abnormal berthing

Vessel Type Size FS
Largest 1.25
Tanker, bulk, cargo
Smallest 1.75
Largest 1.5
Container
Smallest 2.0
General cargo - 1.75
RoRo, ferries - ≥2.0
Tugs, workboats, etc - 2.0
The value of added mass coefficient depends on the body of water carried along
with the ship as it moves sideways trough the water. As the ship is stopped by the
fender, the entrained water continues to push against the ship, effectively increasing
its overall mass. Ueda (1981) recommended that the value of added mass coefficient
shall be determined in accordance with Equation (3.29).
𝜋𝐷 (3.29)
𝐶𝑀 = 1 +
2𝐶𝐵 𝐵
32
where:
𝐷 = draft of vessel (m)
𝐵 = beam of vessel (m)
𝐶𝐵 = block coefficient
The block coefficient is a function of the hull shape and determined in accordance
𝑀𝐷 (3.30)
𝐶𝐵 =
𝐿𝐵𝑃 𝐵𝐷𝜌
where:
𝐿𝐵𝑃 = length between perpendiculars (m)
𝜌 = fluid density (ton/m3)
The eccentricity coefficient allows the energy dissipated by rotation of the ship
about its point of impact with the fenders. The correct point of impact, berthing
angle, and velocity vector angle are all important for accurate calculation of the
eccentricity coefficient. In practice, 𝐶𝐸 often varies between 0.3 and 1.0 for
different berthing cases. Figure 3.6 shows the parameters of eccentricity
coefficient. The value of eccentricity coefficient can be determined in accordance
𝐾 2 + 𝑅2 cos 2 ∅ (3.31)
𝐶𝐸 =
𝐾 2 + 𝑅2
where:
𝑅 = center of mass to point of impact (m)
𝐾 = radius of gyration (m)
The value of 𝑅 and 𝐾 shall be determined in accordance with Equation (3.32) and
Equation (3.33).
𝐵 2 (3.32)
√ 2
𝑅 = 𝑦 +( )
2
33
𝐾 = (0,19𝐶𝐵 + 0,11)𝐿𝐵𝑃 (3.33)
The value of 𝑦 shall be determined in accordance with Equation (3.34).
𝐿𝐵𝑃 (3.34)
𝑥+𝑦 =
2
The value of 𝑥 is according to the berthing cases. For common berthing cases, the
value of 𝑥 is determined in accordance with following equations.
a. Quarter-point berthing
𝐿𝐵𝑃 (3.35)
𝑥=
4
b. Third-point berthing
𝐿𝐵𝑃 (3.36)
𝑥=
3
c. Midships berthing
𝐿𝐵𝑃 (3.37)
𝑥=
2
Figure 3.6 Parameters of eccentricity coefficient

Berth configuration coefficient allows the energy dissipated by the water between
hull and jetty acts as a cushion when ships berth at small angles against solid
structures. The extent to which this factor contributes depends on dock structure
design, under keel clearance, velocity angle of approach, projection of fender, and
vessel hull shape.
34
PIANC recommends the value of 𝐶𝐶 is equal to 1.0 for open structures including
berthَcorners,َberthingَanglesَmoreَthanَ5˚,َveryَlowَberthingَvelocities,َandَlarge
under keel clearance. The value of 𝐶𝐶 is equal to 0.9 for solid quay walls, berthing
anglesَlessَthanَ5˚,َand under clearance less than 15% of the vessel draught. When
the under-keel clearance has already been considered for added mass (𝐶𝑀 ), the berth
configuration coefficient 𝐶𝐶 = 1 is usually assumed. Figure 3.7 shows the type of
dock structure.
Figure 3.7 Type of dock structure

Softness coefficient allows the berthing energy absorbed by elastic deformation of

the hull where fenders are hard relative to the flexibility of the ship hull. PIANC
recommends the value of 𝐶𝑆 is equal to 1.0 for soft fenders, and 𝐶𝑆 is equal to 0.9
for hard fenders.
3.2.3 Fender selection

The different fender suppliers present their own catalogue in which they describe
the capacities of their fenders. Every type and size of fender has different
performance characteristics. The type and size of fender give the value of energy
absorbed by the fender and the value of reaction to the structure.
Fenders are divided into two types of fender, there are fender with type I and type
II (Versteegt, 2013). Fender of type I is buckling type fender which will exert forces
on the ship from the beginning of contact and cause the maximum reaction
compatible with the resistance of the hull. Some types of buckling fender are
circular shape of the buckling fender with panel contact, longitudinal shape of the
buckling fender with panel contact, and buckling fender with direct contact. The
35
different types of energy absorbing from fender of type I is shown in Table 3.7 and
the example of relation between kinetic energy and reaction force for fender of type
I curve is shown in Figure 3.8.
Table 3.7 Different types of energy absorbing from fender of type I

Reaction Energy
Type Fender shape Size (mm) Performance curve
(kN) (kNm)
D/H
60 9
500/300
- -
Circular shape -
4660 4840
of the buckling 3200/2000
fender with D/H
56 10
panel contact 650/400
- -
-
5688 6570
3350/3000
H/L
66 9
300/600
Longitudinal - -
-
shape of the 1708 1260
1800/2000
buckling fender
with panel H/L
140 22
contact 400/500
- -
-
6900 7000
2500/4000
H/L
150 15
250/1000
- -
-
2290 940
1000/2000
H/L
Buckling 150 10
200/1000
fender with - -
-
direct contact 3400 1500
1300/3500
H/L
45 6
300/600
- -
-
646 297
1000/2000

36
Figure 3.8 Relation between kinetic energy and reaction force for fender of type I
(Source: Versteegt, 2013)
Fender of type II is side loaded type fender and pneumatic type fender which is used
to reduce the tension on the ropes and the movement of the ship when subjected to
wave action. The examples of type II are air block fender, pneumatic fender, foam
filled fender, and cylindrical fender. The different types of energy absorbing from
type II fender is shown in Table 3.8 and the example of relation between kinetic
energy and reaction force for type II fender curve is shown in Figure 3.9.
Figure 3.9 Relation between kinetic energy and reaction force for type II fender
(Source: Versteegt, 2013)
37
Table 3.8 Different types of energy absorbing from type II fender

Size Reaction Energy
Type Fender shape Performance curve
(mm) (kN) (kNm)
D/H
138 15
Air 600/450
- -
block -
6210 4990
3200/3200
D/L
50 4
Pneu- 500/1000
- -
matic -
10570 9080
4500/12000
D/L
200 41
Foam 1000/1500
- -
filled -
4050 3000
3500/8000
D/L
80 3
Cylin- 150/1000
- -
drical -
6600 5000
2800/5800
Selected type of fender must have sufficient capacity to absorb the normal and
abnormal energies of berthing ships. There are two fundamental criteria for
selection of fenders as follows:
1. The energy capacity of the fender under the worst operating conditions must be
greater than the abnormal design berthing energy.
2. The reaction force created by the fender onto the structure must be less than the
capacity limit of the structure.
There are few things that need to be reviewed and will be used as consideration in
fender selection as follows:
1. Kinetic energy that is determined in accordance with Equation (3.28)
2. Fender catalogue
3. Design deflection of fender = 45% (Triatmodjo, 2010)
Flowchart of fender selection is shown in Figure 3.10.

38
Start
Kinetic energy (E) calculation
Fender type determination
Reaction equation determination based

on the regression between E and R of
determined fender type
Design deflection of fender = 45%
Generic performance curve
Percentage of kinetic energy (E%)
E100% calculation
𝐸
𝐸100% =
𝐸%
Fender size determination
𝐸𝑓𝑒𝑛𝑑𝑒𝑟 > N
E100%
Percentage of reaction applied to

structure (R%)
Finish
Figure 3.10 Flowchart of fender selection

39
3.2.4 Fender pitch

Fender pitch is a suitable distance between fenders on a continuous wharf or jetty.
Fender spaced too far may cause the ships to hit the structure. A positive clearance
(𝐶) should always be maintained, usually between 5-15% of the uncompressed
fender height. Figure 3.11 shows the parameters of fender pitch. The maximum
fender pitch shall be determined in accordance with Equation (3.38).
(3.38)
𝑃 ≤ 2√𝑅𝐵 2 − (𝑅𝐵 − ℎ + 𝐶 )2
where:
𝑃 = pitch of fender (m)
𝑅𝐵 = bow radius (m)
ℎ = fender projection when compressed, measure at centerline of fender (m)
𝐶 = clearance between vessel and dock (m)
The bow radius can be determined in accordance with Equation (3.39).
1 𝐵 𝐿𝑂𝐴2 (3.39)
𝑅𝐵 = ( + )
2 2 8𝐵
where:
𝐵 = beam of vessel (m)
𝐿𝑂𝐴 = vessel length overall (m)
Figure 3.11 Parameters of fender pitch

40
3.3 Approach Channel Design

The approach channel is designed as a waterway linking the berths of a port and the
open sea. The design of approach channel should consider the navigation safety,
the easiness of ship maneuvering, the topographic, meteorological and marine
conditions, and the conformity with related facilities. The approach channel should
have sufficient depth and width to allow the smooth passage of vessels.
3.3.1 Channel depth

The depth of approach shall meet the requirements for safe navigation of the ships.
According to Harbour Approach Channels Design Guidelines (PIANC, 2014), there
are some factors related to the depth of channel as follows:
1. Water related factors include the reference level or datum of the selected
design water level and meteorological effects on this water level.
2. Ship related factors include static draught of the ship and the Gross
underkeel clearance (UKC). The Gross UKC is composed of six factors
including allowance for static draught uncertainties, change in water
density, ship squat and dynamic trim, dynamic heel, wave response
allowance, and Net UKC.
3. Bottom related factors include allowance for bed level uncertainties,
allowance for bottom changes between dredging, and dredging execution
tolerance.
Figure 3.12 shows the channel depth factors
3.3.2 Channel width

The width of approach channel is determined in accordance with the types and
dimensions of target vessels, the traffic volume and length of the channel, and
natural conditions including meteorological and marine conditions. Bruun, P.,
(1981) recommends the width of single-lane channel and two-lane channel as
shown in Figure 3.13 and Figure 3.14.
41
Figure 3.12 Channel depth factors

Figure 3.13 Single-lane channel width

Figure 3.14 Two-lane channel width

42
Another way to determine the width of approach channel is proposed by OCDI

(1991). Table 3.9 shows the two-way channel width proposed by OCDI.
Table 3.9 Two-way channel width proposed by OCDI

Length of channel Traffic conditions Width
Vessels frequently pass in both ways 2 Loa
Relatively long
Vessels infrequently pass in both ways 1.5 Loa
Vessels frequently pass in both ways 1.5 Loa
Besides above
Vessels infrequently pass in both ways Loa
3.4 Basin Design

Designing port basin based on OCDI shall consider the safety of anchorage, the
easiness of ship maneuvering, the cargo handling efficiency, the meteorological and
marine conditions, the effects of reflected waves and ship-generated waves on
vessel in the harbor, and the conformity with related facilities.
3.4.1 Turning basin

Basin provided for use in the turning of bow means the turning basin. The area of
basinَusedَforَbowَturningَshallَconsiderَtheَmethodَofَbowَturning,َtheَvessel’sَ
bow turning performance, the arrangement of the mooring facilities and waterways,
and meteorological and marine conditions. The standard area of turning basin is as
follows:
1. Bow turning without assistance of tugboats, circle having a diameter of 3L
2. Bow turning using tugboats, circle having a diameter of 2L
As for small ships, when the above standard area cannot be provided due to
topographic conditions, turning basin may be reduced to the following level by
using mooring anchors, winds, or tidal currents:
1. Bow turning without assistance of tugboats, circle having a diameter of 2L
2. Bow turning using tugboats, circle having a diameter of 1.5L
43
3.4.2 Basin depth

The depth of basin below the datum level shall be determined by adding an
appropriate keel clearance to the maximum draft expected. In the considerations of
theَ ship’sَ motionَ influencedَ byَ meteorologicalَ andَ marineَ conditionsَ suchَ asَ
waves, wind, and tidal currents, the depth of basin is equal to 1.1َtimesَofَship’sَ
draft when fully loaded below design water level. The bed elevation of basin can
be determined in accordance with Equation (3.40) (Triatmodjo, 2010).
𝐸𝑙𝑏𝑎𝑠𝑖𝑛 = 𝐸𝑙𝐿𝐿𝑊𝐿 − 1.1𝑑𝑟𝑎𝑓𝑡𝑚𝑎𝑥 (3.40)
3.4.3 Dredged area

If the berthing area in front of the jetty must be dredged, the dimensions of dredged
area should be as shown in Figure 3.15. For berthing vessels assisted by tugboats,
the length of dredged area shall not be taken less than 1.25 times of the overall
length of the largest target vessel. For berthing vessels without assistance of
tugboats, the length of dredged area shall not be taken less than 1.5 times of the
overall length of the largest target vessel. The width of dredged area shall not be
taken less 1.25 times of the beam of largest target vessel (Thoresen, 2003).
Figure 3.15 Dimensions of dredged area

(Source: Thoresen, 2003)
3.5 Load and Load Combinations

Loadingَ provisionَ forَ structuralَ analysisَ isَ basedَ onَ SNIَ 1727:2013َ “Beban
minimum untuk perancangan bangunan gedung dan struktur lain”.َTheَfollowingَ
nominal loads are to be considered:
44
D : dead load due to weight of the structural elements and the permanent
features on the structure
L : live load due to occupancy, including impact loads, but excluding
environmental load such as wind, rain, etc.
Lr : roof live load produced during maintenance by workers, equipment, and
materials or during the service life of the structure by movable objects
E : earthquake (seismic load)
R : rain or ice load (not including ponding)
S : snow load
W : wind load
3.5.1 Load combinations

Section 3.2 of the SNI 1727:2013 says to use the load factors and load combinations
prescribed by the governing building code. Structures, components, and
foundations should be designed in such a way that the designed strength equals to
or more than factored loads in the following combinations:
Combination 1: 1.4D
Combination 2: 1.2D + 1.6L + 0.5(Lr or S or R)
Combination 3: 1.2D + 1.6(Lr or S or R) + (L or 0.5W)
Combination 4: 1.2D +1.0W + L + 0.5(Lr or S or R)
Combination 5: 1.2D + 1.0E + L + 0.2S
Combination 6: 0.9D + 1.0W
Combination 7: 0.9D + 1.0E
In combinations 3, 4, and 5, the load factor on L can be reduced to 0,5 if L is no
greater than 100 pounds per square foot (4.79 kN/m2), except for garages or places
of public assembly. In combinations with wind or earthquake loads, you should use
a direction that produces the worst effects.
45
3.5.2 Dead load

Dead loads are long term stationary forces which include the self-weight of the
structure and the weights of permanent equipment and machinery. The actual
weights of materials and construction such as walls, floors, roofs, ceilings, stairs,
permanent partitions, finishing, claddings, and other architectural and structural
components can be used. The weight of fixed service equipment, such as plumbing
stacks and risers, electrical feeders, heating, ventilating and air-conditioning
systems (HVAC) and fire sprinkler system are included.
3.5.3 Live load

Live loads are short duration forces which are variable in magnitude and location.
Examples of live load items include people, furniture, planters, non-stationary
equipment and pianos, and movable materials. While also of short duration, wind,
rain, earthquake and snow loads are considered independently of live loads.
3.6 Design Earthquake Load

Theَ earthquakeَ loadَ isَ basedَ onَ theَ provisionsَ ofَ SNIَ 1726:2012َ “Tata cara
perencanaan ketahanan gempa untuk struktur bangunan gedung dan non gedung”.َ
SNI 1726:2012 including earthquake ground motion maps and risk coefficients all
over regions in Indonesia makes the provisions are the most suitable for design
earthquake load resistance in Indonesia.
3.6.1 Occupancy importance factor and risk category

According to SNI 1726:2012, buildings and other structures are classified in several
risk category classes based on each nature of occupancy. Risk category classes for
buildings and other structures are on the following:
1. Category I, includes buildings and other structures that represent a low hazard
to human life in the event of failure including, but not limited to, agricultural
facilities, certain temporary facilities, and minor storage facilities.
46
2. Category II, includes all buildings and other structures except those listed in
Categories I, III, and IV, but not limited to, housings, stores, offices, markets,
apartments, trade centers, industrial buildings, manufacturing facilities, and
factories.
3. Category III, includes all buildings and other structures that represent a
substantial hazard to human life in the event of failure including, but not limited
to, cinemas, halls, stadiums, health care facilities but not having surgery or
emergency treatment facilities, day care facilities, jails and detention facilities,
power generation stations and other public utility facilities not included in
Category IV such as water and waste water treatment plants. This category also
includes buildings and other structures not included in Category IV (including,
but not limited to, facilities that manufacture, process, handle, store, use, or
dispose such substances as hazardous fuels, hazardous chemicals, hazardous
waste, or explosives) containing sufficient quantities of hazardous materials to
be dangerous to the public if released.
4. Category IV, includes all buildings and other structures designated as essential
facilities including, but not limited to, monumental buildings, schools and
educational facilities, hospitals and other health care facilities having surgery or
emergency treatment facilities, fire, rescue, ambulance, and police stations and
emergency vehicle garages, designated earthquake, hurricane, or other
emergency shelters, designated emergency preparedness, communication, and
operation centers and other facilities required for emergency response, power
generating stations and other public utility facilities required in an emergency,
and ancillary structures (including, but not limited to, communication towers,
fuel storage tanks, cooling towers, electrical substation structures, fire water
storage tanks or other structures housing or supporting water, or other fire-
suppression material or equipment) required for operation of Category IV
structures during an emergency.
47
From the risk category above, the values of occupancy importance factor (𝐼𝑒 ) are
obtained for each category. Based on SNI 1726:2012, an occupancy importance
factor (𝐼𝑒 ) should be assigned to each structure in accordance with Table 3.10.
Table 3.10 𝐼𝑒 value for each risk category

Risk Category 𝐼𝑒
I or II 1.00
III 1.25
IV 1.50
(Source: SNI 1726:2012)
3.6.2 Site classification

Site classification is grouping ground sites to determine seismic design criteria
represented by amplification factors in buildings or structures. Determining seismic
design criteria for a building or structure above the ground level requires the site
classification represented by soil properties at sites. The soil properties used as
reference are layers in the upper 30 m of the site profile. Determining the site class
should require site investigation and laboratory test. The site shall be classified in
accordance with Table 3.11.
Table 3.11 Site classification

Site Class ̅𝒔 (m/s)
𝒗 ̅ or 𝑵
𝑵 ̅ 𝒄𝒉 𝒔̅𝒖 (kPa)
A (Hard rock) >1,500 Not applicable Not applicable
B (Rock) 750 to 1,500 Not applicable Not applicable
C (Very dense soil 350 to 750 >50 ≥100
and soft rock)
D (Stiff soil) 175 to 350 15 to 50 50 to 100
E (Soil) <175 <15 <50
Any profile with more than 3 m of soil having the following
characteristics:
1. Plasticity index, 𝑃𝐼 > 20
2. Moisture content, 𝑤 ≥َ40%
3. Undrained shear strength, 𝑠̅𝑢 < 25 kPa
F (Soils requiring Any profile of soil having one or more following characteristics:
site-specific 1. Soils vulnerable to potential failure or collapse caused by
evaluation) earthquake load such as liquefiable soils, very sensitive clays,
low cemented soils
2. Peats and/or highly organic clays (thickness of H > 3 m)
3. Very high plasticity clays (thickness of H > 7,5 m with Plasticity
Index PI > 75)
4. Very thick soft/medium clays with thickness of H > 35 m and 𝑠̅𝑢
< 50 kPa
(Source: SNI 1726:2012)
48
Where:
𝑣̅𝑠 = average shear wave velocity in top 30 m
̅
𝑁 = average field standard penetration resistance for the top 30 m
̅𝑐ℎ
𝑁 = average standard penetration resistance for cohesionless soil layers for
the top 30 m
𝑠̅𝑢 = average undrained shear strength in top 30 m
3.6.3 Design response spectrum

In designing earthquake load resistance requires defining site coefficients and
adjusted maximum considered earthquake spectral response acceleration
parameters. The maximum considered earthquake spectral response acceleration for
short periods (SMS) and at 1-sec (SM1), adjusted for site class effects, shall be
determined by Equation (3.41) and Equation (3.42), respectively.
𝑆𝑀𝑆 = 𝐹𝑎 𝑆𝑠 (3.41)
𝑆𝑀1 = 𝐹𝑣 𝑆1 (3.42)
Where:
𝑆𝑀𝑆 = maximum considered earthquake spectral response acceleration at short
periods
𝑆𝑀1 = maximum considered earthquake spectral response acceleration at a
period of 1-sec
𝑆𝑠 = the mapped maximum considered earthquake spectral response
acceleration at short periods
𝑆1 = the mapped maximum considered earthquake spectral response
acceleration at a period of 1-sec
𝐹𝑎 = acceleration-based site coefficient (at short periods)
𝐹𝑣 = velocity-based site coefficient (at 1-sec period)
The values of site coefficient 𝐹𝑎 and 𝐹𝑣 shall be determined in accordance with

Table 3.12 and Table 3.13.
49
Table 3.12 Site coefficient, 𝐹𝑎

Site Class SS ≤َ0.25 SS = 0.50 SS = 0.75 Ss = 1.00 SS ≥َ1.25
A 0.8 0.8 0.8 0.8 0.8
B 1.0 1.0 1.0 1.0 1.0
C 1.2 1.2 1.1 1.0 1.0
D 1.6 1.4 1.2 1.1 1.0
E 2.5 1.7 1.2 0.9 0.9
F SS
Note:
1. Use straight-line interpolation for intermediate value of SS
2. SS = site-specific geotechnical investigation and dynamic site response
analysis shall be performed
Table 3.13 Site coefficient, 𝐹𝑣

Site Class S1 ≤َ0.1 S1 = 0.20 S1 = 0.30 S1 = 0.40 S1 ≥َ0.50
A 0.8 0.8 0.8 0.8 0.8
B 1.0 1.0 1.0 1.0 1.0
C 1.7 1.6 1.5 1.4 1.3
D 2.4 2 1.8 1.6 1.5
E 3.5 3.2 2.8 2.4 2.4
F SS
Note:
1. Use straight-line interpolation for intermediate value of S1
2. SS = site-specific geotechnical investigation and dynamic site response
analysis shall be performed
The value of SDS and SD1 shall be determined by Equation (3.43) and Equation
(3.44) as follows:
2 (3.43)
𝑆𝐷𝑆 = 𝑆
3 𝑀𝑆
2 (3.44)
𝑆𝐷1 = 𝑆𝑀1
3
50
Where:
𝑆𝐷𝑆 = the design spectral response acceleration at short periods
𝑆𝐷1 = the design spectral response acceleration at 1-sec period
Where a design response spectrum is required by these provisions and site-specific

procedures are not used, the design response spectrum curve shall be developed as
indicated in Figure 3.16 and as follows:
1. For periods less than 𝑇0, the design spectral response acceleration, 𝑆𝑎 , shall be
taken as given by Equation (3.45)
𝑇 (3.45)
𝑆𝑎 = 𝑆𝐷𝑆 (0.4 + 0.6 )
𝑇0
2. For periods greater than or equal to 𝑇𝑠 , the design spectral response
acceleration, 𝑆𝑎 , shall be taken as given by Equation (3.46)
𝑆𝐷1 (3.46)
𝑆𝑎 =
𝑇
Where:
𝑆𝑎 = the design spectral response acceleration
𝑇 = the fundamental period of the structure (sec)
𝑆
𝑇0 = 0.2𝑆𝐷1
𝐷𝑆
𝑆
TS = 𝑆𝐷1
𝐷𝑆
Figure 3.16 Design response spectrum

51
3.6.4 Equivalent lateral force procedure

According to SNI 1726:2012, there are 3 procedures to analyze the earthquake
loads, they are equivalent lateral force procedure, modal response-spectrum
analysis procedure, and linear response history analysis procedure. The most
common analysis is conducted using equivalent lateral force procedure for the
design earthquake-load resistance. Equivalent lateral force procedure is used for
designing the windbreaker wall because it is the simplest and the most relevant
method and the dynamic analysis principle is also conducted by this procedure.
The seismic base shear (𝑉) is the main parameter defined in this procedure. The
seismic base shear shall be determined in accordance with the Equation (3.47).
𝑉 = 𝐶𝑠 𝑊 (3.47)
Where:
𝑉 = seismic base shear
𝐶𝑠 = seismic response coefficient
𝑊 = effective seismic weight
The effective seismic weight based on chapter 7.7.2 of SNI 1726:2012 shall include
the total dead load and other load mentioned below:
1. In areas used for storage, a minimum of 25% of the floor live load (floor live
load in public garage and open parking structures, also floor load in areas used
for storage which not greater than 5% of the effective seismic load, need not
be included).
2. Where an allowance for partition load is included in the floor load design, the
actual partition weight or a minimum weight of 0.48 kN/m2 of floor area,
whichever is greater.
3. Total operating weight of permanent equipment.
4. Landscape weight and other roof garden and other similar area load
The seismic response coefficient (𝐶𝑠 ) shall be determined in accordance with the
Equation (3.48).
52
𝑆𝐷𝑆
𝐶𝑠 = (3.48)
𝑅
𝐼𝑒
The value of 𝐶𝑠 calculated in accordance with the Equation (3.48) shall not be
taken greater than Equation (3.49)
𝑆𝐷1
𝐶𝑠 = (3.49)
𝑅
𝑇 (𝐼 )
𝑒
but shall not be taken less than Equation (3.50)
𝐶𝑠 = 0.044𝑆𝐷𝑆 𝐼 ≥ 0,01 (3.50)
As addition, for structure located in area where the value of S1 is equal to or greater
than 0.6g, then the value of 𝐶𝑠 shall not be taken less than Equation (3.51)
0.5𝑆1
𝐶𝑠 = (3.51)
𝑅
𝐼𝑒
Where:
𝑆𝐷𝑆 = the design spectral response acceleration at short periods
𝑆𝐷1 = the design spectral response acceleration at 1-sec period
𝑆1 = the mapped maximum considered earthquake spectral response
acceleration at 1-sec period
𝑅 = the response modification factor (shown in Table 3.14)
𝐼𝑒 = the occupancy importance factor
𝑇 = the fundamental period of the structure (sec)
The value of fundamental period of the structure (𝑇), in the considered direction
shall be established using structural properties and deformational characteristics of
the resisting elements in a properly substantiated analysis. The value of
fundamental period of the structure shall not exceeded the product of the coefficient
for upper limit on calculated period and the approximate fundamental period (𝑇𝑎 ).
as an alternative to performing an analysis to determine the value of fundamental
period of the structure (𝑇), it shall be permitted to use the approximate fundamental
period (𝑇𝑎 ) calculated in accordance with the Equation (3.52).
53
𝑇𝑎 = 𝐶𝑡 ℎ𝑛𝑥 (3.52)
Where:
𝑇𝑎 = the approximate fundamental period
𝐶𝑡 , 𝑥 = the approximate period parameter
ℎ𝑛 = the height above the base to the highest level of the structure (m)
Table 3.14 Response modification factor, 𝑅 for moment resisting frame systems
Moment Resisting Frame Systems 𝑅
Special steel moment frames 8
Special steel truss moment frames 7
Intermediate steel moment frames 4.5
Ordinary steel moment frames 3.5
Special reinforced concrete moment frames 8
Intermediate reinforced concrete moment frames 5
Ordinary reinforced concrete moment frames 3
Special composite moment frames 8
Intermediate composite moment frames 5
Composite partially restrained moment frames 6
Ordinary composite moment frames 3
Special masonry moment frames 5,5
(Source: SNI 1726:2012)
The values of 𝐶𝑡 and 𝑥 are obtained from Table 3.15 based on the structure type.
Structure types listed in Table 3.15 are moment resisting frame systems in which
the frames resist 100% of the required seismic force and are not enclosed or
adjoined by more rigid components that will prevent the frames from deflecting
when subjected to seismic forces.
54
Table 3.15 Values of approximate period parameters

Structure Type 𝐶𝑡 𝑥
Moment resisting steel frames 0.0724𝑎 0.8
Moment resisting reinforced concrete frames 0.0466𝑎 0.9
Eccentrically braced steel frames 0.0731𝑎 0.75
Confined-to-buckling braced steel frames 0.0731𝑎 0.75
All other structural systems 0.0488𝑎 0.75
(Source: SNI 1726:2012)
where:
𝑎 = ground acceleration (m/s2)
3.7 Pile Foundation Design

Pile foundations are designed to support the superstructure of jetty which are
influenced by forces due to impact from ships, wind, current, and waves. Pile
foundations are usually used at the area which have poor bearing capacity of soil at
shallow level. Piles have end bearing resistance and skin friction resistance to
transfer the loads. Piles are also capable of transferring higher lateral loads
compared to shallow foundations.
3.7.1 Standard penetration test

Standard penetration test is conducted to obtain the soil properties indicated by the
soil’sَ resistanceَ toَ dynamicَ penetrationَ andَ disturbedَ samplesَ ofَ soil.َ Standard
penetration test consists of driving a thick-walled split barrel sampler tube into the
ground and recording the number of blows needed for the tube to penetrate 300 mm
each depth usually known as N-value. Measurements are done when the 50 blows
are insufficient to advance it through a 300 mm interval or the total number of blows
reach 100.
The N-values need to be corrected due to field procedures and overburden pressure
before they are used for foundation design. Correction of SPT value for field
55
procedures is a function of the input driving energy and its dissipation around the
sampler around the surrounding soil. The corrected SPT N-value for field
procedures shall be determined in accordance with Equation (3.53).
𝐸𝐻 𝐶𝐵 𝐶𝑆 𝐶𝑅 𝑁 (3.53)
𝑁60 =
0.6
where:
𝑁60 = corrected SPT N-value for field procedures
𝐸𝐻 = hammer efficiency (shown in Table 3.16)
𝐶𝐵 = borehole diameter correction (shown in Table 3.16)
𝐶𝑆 = sampler correction (shown in Table 3.16)
𝐶𝑅 = rod length correction (shown in Table 3.16)
𝑁 = measured SPT N-value in field
Table 3.16 SPT N-value correction factors due to field procedures

SPT Hammer Efficiencies
Hammer Type Hammer Release Mechanism Efficiency, 𝐸𝐻
Automatic Trip 0.70
Donut Hand dropped 0.60
Donut Cathead+2 turns 0.50
Safety Cathead+2 turns 0.55-0.60
Drop/Pin Hand dropped 0.45
Borehole, Sampler, and Rod Correction Factors
Factor Equipment Variables Correction Factor
Borehole diameter factor, 𝐶𝐵 65 – 115 mm 1.00
150 mm 1.05
200 mm 1.15
Sampler correction, 𝐶𝑆 Standard sampler 1.00
Sampler without liner 1.20
Rod length correction, 𝐶𝑅 3–4m 0.75
4–6m 0.85
6 – 10 m 0.95
>10 m 1.00
(Source: BNBC, 2015)
56
The overburden pressure affects the penetration resistance in cohesionless soils.

Correction due to overburden pressure is required because at a greater depth, the
same soil at the same density index would give higher penetration resistance. The
corrected SPT N-value for overburden pressure shall be determined in accordance
𝑁60 ′ = 𝐶𝑁 𝑁60 (3.54)
where:
𝑁60 ′ = corrected SPT N-value for field procedures and overburden pressure
𝐶𝑁 = overburden pressure correction factor
Peck et al. (1974) suggested the field SPT value are to be corrected by the correction
factor (𝐶𝑁 ) given in Equation (3.55).
20 (3.55)
𝐶𝑁 = 0.77 log ( )
𝑃0 ′
where:
𝑃0 ′ = effective overburden pressure (ton/ft2)
The effective overburden pressure shall be determined in accordance with

Equation (3.56).
𝑛
′
𝑃0 = ∑ 𝛾𝑖 ℎ𝑖 (3.56)
𝑖=1
where:
𝛾𝑖 = in situ density of soil layer (kN/m3)
ℎ𝑖 = height of soil layer (m)
3.7.2 Pile load capacity

Pile load capacity can be calculated empirically from SPT N-values. Pile load
capacity consists of end-bearing resistance and skin friction resistance. There are
several methods to determine the pile load capacity in granular soils and cohesive
soils.
57
a. End-bearing resistance
To calculate the end-bearing resistance in accordance with depth factor,
Meyerhof (1976) suggested as follows:
1) For piles in granular soils, the unit tip bearing capacity shall be determined
in accordance with Equation (3.57).
𝐿 (3.57)
𝑓𝑏 = 40𝑁60 ′ ( ) ≤ 400𝑁60 ′
𝑑
2) For piles in cohesive soils, the unit tip bearing capacity shall be determined
in accordance with Equation (3.58).
𝐿 (3.58)
𝑓𝑏 = 40𝑁60 ′ ( ) ≤ 300𝑁60 ′
𝑑
where:
𝑓𝑏 = unit end-bearing resistance (kN/m2)
𝐿 = depth of pile penetration (m)
𝑑 = diameter of pile (m)
b. Skin friction resistance

To calculate the unit skin friction resistance, Meyerhof (1976) suggested as
follows:
1) For piles in granular soils, the unit skin friction resistance shall be
determined in accordance with Equation (3.59).
𝑓𝑠 = 2𝑁60 (3.59)
2) For piles in cohesive soils, the unit skin friction resistance shall be
𝑓𝑠 = 1.8𝑁60 (3.60)
where:
𝑓𝑠 = unit skin friction resistance (kN/m2)
c. Net ultimate load capacity

The ultimate end-bearing resistance shall be determined in accordance with
Equation (3.61).
58
𝑄𝑏 = 𝐴𝑏 𝑓𝑏 (3.61)
The ultimate skin friction resistance shall be determined in accordance with

Equation (3.62).
𝑄𝑠 = 𝐴𝑠 𝑓𝑠 (3.62)
The net ultimate load capacity shall be determined in accordance with

Equation (3.63).
𝑄𝑢 = 𝑄𝑏 + 𝑄𝑠 − 𝑊𝑝 (3.63)
where:
𝑄𝑏 = ultimate end-bearing resistance (kN)
𝐴𝑏 = area of pile end (m2)
𝑄𝑠 = ultimate skin friction resistance (kN)
𝐴𝑠 = area of pile surface (m2)
𝑄𝑢 = net ultimate load capacity (kN)
𝑊𝑝 = weight of pile (kN)
d. Allowable load capacity

Allowable load capacity shall be determined in accordance with Equation
(3.64).
𝑄𝑢 (3.64)
𝑄𝑎 =
𝑆𝐹
where:
𝑄𝑎 = allowable load capacity (kN)
𝑆𝐹 = safety factor, taken as 3 (Hardiyatmo, 2015)
3.7.3 Lateral load capacity

Pile foundations which are designed to resist lateral loads shall consider following
criteria:
1. Safety factor due to ultimate failure

2. Deflection which occurs due to applied loads
59
Pile needs to be classified in accordance with connection detail between the pile
and pile cap because of its effect on pile stiffness to carry lateral loads.
Therefore, piles are divided into two types including fixed head pile and free
head pile as shown in Figure 3.17. McNulty (1956) defined a fixed head pile as
a pile which has embedment length to pile cap more than 60 cm. Consequently,
a pile which has embedment length to pile cap less than 60 cm is called free
head pile.
Figure 3.17 Definition of free head pile and fixed head pile (McNulty, 1956)
(Source: Hardiyatmo, 2010)
Lateral load capacity of free head pile in granular soil can be determined by using
Broms (1964) methods as following equations.
𝜑 (3.65)
𝐾𝑝 = tan2 (45° + )
2
2𝑓 (3.66)
𝑀𝑚𝑎𝑥 = 𝐻𝑢 (𝑒 + )
3
𝐻𝑢 (3.67)
𝑓 = 0.82√
𝑑𝐾𝑝 𝛾
where:
𝐾𝑝 = coefficient of passive earth pressure
𝜑 = internal friction angle
𝑀𝑚𝑎𝑥 = maximum moment due to lateral load (kNm)
60
𝐻𝑢 = ultimate lateral load (kN)

𝑑 = diameter of pile (m)
𝑓 = depth of maximum moment (m)
𝑒 = height of lateral load eccentricity (m)
Figure 3.18 long, free head pile in granular soil (Broms,1964)

3.7.4 Lateral deflection

Pile foundations which are designed to resist the lateral force shall not have great
horizontal deflection. Coduto (2001) stated that tolerable lateral deflection for
buildings, bridges, and other structures is 5 to 20 mm. Thus, the allowable lateral
deflection which may occur is 20 mm. Lateral deflection of free head pile in
granular soils can be calculated by using Broms (1964) method.
The lateral deflection in granular soils is related to dimensionless number of 𝛼𝐿,

where:
1/5
𝑛ℎ (3.68)
𝛼=( )
𝐸𝑝 𝐼𝑝
61
Free head pile and fixed head pile are considered as short pile if 𝛼𝐿 < 2 and as long
pile if 𝛼𝐿 > 4. The lateral deflection of long free head pile shall be determined in
2.4𝐻 1.6𝐻𝑒
𝑦0 = + (3.69)
2/5 3/5
(𝑛ℎ )3/5(𝐸𝑝 𝐼𝑝 ) (𝑛ℎ )2/5 (𝐸𝑝 𝐼𝑝 )
where:
𝑦0 = lateral deflection of pile (m)
𝐻 = lateral load applied to pile (kN)
𝑛ℎ = coefficient of soil modulus variation (kN/m3)
𝐸𝑝 = elastic modulus of pile (kN/m2)
𝐼𝑝 = inertia moment of pile (m4)
𝑒 = height of lateral load eccentricity measured from ground surface (m)
The value of 𝑛ℎ is determined in accordance with Table 3.17.
Table 3.17 values of nh for granular soil

Relative density (𝐷𝑟 ) Loose Medium Dense
𝑛ℎ , for dry and moist sand (kN/m3)
Terzaghi 2425 7275 19400
𝑛ℎ , for submerged sand (kN/m3)
Terzaghi 1386 4850 11779
Reese et al. 5300 16300 34000
3.7.5 Critical axial load

If piles are only partially embedded in soil forming part of a structural frame, the
axial load must consider the buckling of free-standing piles. The free-standing pile
has a length of 𝑒 and axial load of 𝑄, is fixed at its base at a depth of 𝑧𝑓 . The
equivalent depth 𝑧𝑓 of free head pile can be determined in accordance with
Equation (3.70) and Equation (3.71).
62
5 𝐸𝑝 𝐼𝑝 (3.70)
𝑇= √
𝑛ℎ
𝑧𝑓 = 1.8𝑇 (3.71)
where 𝑇 is fixity factor of inconstant soil modulus.
The equivalent length of pile (𝐿𝑒 ) shall be determined in accordance with Equation
(3.72).
𝐿𝑒 = 𝑒 + 𝑧𝑓 (3.72)
The critical buckling load (𝑄𝑐𝑟 ) for free head pile shall be determined in accordance
𝜋 2 𝐸𝑝 𝐼𝑝
𝑄𝑐𝑟 = (3.73)
4𝐿𝑒 2
Figure 3.19 shows the buckling of partially embedded pile.
Figure 3.19 Buckling of partially embedded pile

(Source: Hardiyatmo,2010)
63
3.7.6 Inclined pile foundation

Inclined pile or batter pile foundations are designed to carry large lateral loads
because a single vertical pile has small lateral load capacity. The lateral loads are
fully or partially carried by lateral load resistance component of batter pile.
Large inclination of a pile gives large lateral load resistance despite the difficult and
costly pile driving. Therefore, the commonly used inclination of pile is 1H : 12V to
5H : 12V.
The calculation of batter piles is analytically determined by assuming the pile group
as a certain static system. Piles are assumed to carry the axial loads only.
Furthermore, pile cap is considered as a very rigid structure and the soil influence
is not considered.
The calculation is started by determining the resultant force applied to the pile. The
resultant force is directed along the vertical and horizontal axes. The vertical load
which is applied to each pile shall be determined in accordance with Equation
(3.74) to Equation (3.76).
𝑉 𝑀𝑦 𝑥 𝑀𝑥 𝑦 (3.74)
𝑄𝑣 = + +
𝑛 ∑ 𝑥2 ∑ 𝑦2
𝑀𝑥 = 𝑒𝑦 𝑉 (3.75)
𝑀𝑦 = 𝑒𝑥 𝑉 (3.76)
where:
𝑄𝑣 = vertical load applied to each pile
𝑛 = amount of piles
𝑥, 𝑦 = distance of piles to x-axis and y-axis, respectively
𝑉 = total vertical loads at the center of pile group
𝑒𝑥 , 𝑒𝑦 = eccentricity to x-axis and y-axis, respectively
𝑀𝑥 , 𝑀𝑦 = moment about x-axis and y-axis, respectively
64
Each pile is assumed to carry the axial load (𝑄𝑛 ). The magnitude of axial load
applied to a single vertical pile is equal to 𝑄𝑣 . The magnitude of axial load applied
to a batter pile can be determined in accordance with Equation (3.77).
𝑄𝑣 (3.77)
𝑄𝑛 =
cos 𝜃
Where 𝜃 is the angle formed by pile and vertical axis.
The vertical load applied to a batter pile with an inclination of cot 𝜃 or 𝑚 ∶ 1, can
be determined in accordance with Equation (3.78).
√1 + 𝑚2 (3.78)
𝑄𝑛 = 𝑄𝑣
𝑚
The horizontal load applied to a batter pile with an inclination of 𝑚 can be
𝑄𝑣 𝑄𝑛
𝑄ℎ = or 𝑄ℎ = (3.79)
𝑚 √1 + 𝑚2
The thing to be considered in designing a batter pile is the direction of pile

inclination in carrying the horizontal load. Figure 3.20 defines the negative and
positive batter pile. A positive batter pile is a pile which the horizontal load is
applied in the opposite direction of the pile inclination. A negative batter pile is a
pile which the horizontal load is applied in the direction of the pile inclination.
Figure 3.20 Horizontal load applied to pile

(Source: Manoppo, 2010)
65
3.7.7 Modulus of subgrade reaction

Modulus of subgrade reaction is a conceptual relationship between soil pressure
and deflection. In practical and realistic terms, in-situ plate bearing tests is carried
out to obtain the modulus of subgrade reaction (𝑘ℎ ). OCDI (2009) suggested the
value of modulus subgrade reaction as shown in Figure 3.21.
Figure 3.21 Relationship between modulus of subgrade reaction and N-value

The value of subgrade reaction modulus (𝑘ℎ ) shall be considered for each depth of
pile in accordance with Equation (3.80).
𝑘𝑠 = 𝑘ℎ 𝐴𝑠 (3.80)
where:
𝑘𝑠 = modulus of subgrade reaction for each depth (MN/m)
𝑘ℎ = modulus of subgrade reaction (MN/m3)
𝐴𝑠 = area of pile surface (m2)
CHAPTER 4
DESIGN CRITERIA
4.1 Design Procedure

This final project is to design a coal unloading port of Bangka-1A coal-fired steam
power plant. The design includes the waterway and basin, the mooring and berthing
facilities, and the foundations to support the considered loads for each structure.
Provisions of several design codes are used especially port design codes including
OCDI, PIANC, etc.
The design of waterway and basin is to obtain the capital dredging area. Generating
3D analysis using software of SAP2000 V.14 is to perform structural analysis for
obtaining the most feasible design for the foundations to support the upper
structures due to the considered loads.
4.2 Design Location

The location of Bangka-1A Coal Fired Steam Power Plant is located at Air Anyir,
Bangka, Bangka Belitung. It lays at coordinate 2°4'50.14"S and 106°9'4.76"E as
shown in Figure 4.1.
Figure 4.1 Site location of Bangka-1A Coal Fired Steam Power Plant
(Source: Site Investigation Report of PLTU Bangka-1A, 2017)
66
67
4.3 Flowchart
The procedure of design in this final project follows the flowchart shown in Figure
4.2.
Start
Literature study
Secondary Data Collection:

1. Aerial imagery data
2. Topography and bathymetry maps
3. Coal barge properties
4. Meteorological and hydro oceanographic data
5. Seismic and geotechnical data
Coal unloading port design
Waterway and basin Mooring facility Berthing facility

design design design
Capital dredging Pile foundation

determination design
Loading and No
structural analysis
using SAP2000
Yes
Conclusions and recommendations
Finish
Figure 4.2 Design flowchart

68
4.4 Data Collection

The data which are used for the design are secondary data, which are obtained from
Site Investigation Study Report of PLTU Bangka-1A and Feasibility Study Report
of PLTU Bangka 1-A.
4.4.1 Aerial imagery data

Bangka-1A Coal Fired Steam Power Plant lays at coordinate 2°4'50.14"S and
106°9'4.76"E. Figure 4.3 shows the aerial imagery of Bangka-1A Coal Fired Steam
Power Plant taken from Google Earth with inserted plant layout.
Figure 4.3 Aerial imagery of Bangka-1A Coal Fired Steam Power Plant
(Source: Google Earth, 2018)
4.4.2 Topography and bathymetry data

Topographic and bathymetric survey was conducted by site investigation team of
Bangka-1A Coal Fired Steam Power Plant. Bathymetry was measured at the mouth
of the Baturusa River with an area of ± 40 ha.
69
Figure 4.4 Bangka-1A Coal Fired Steam Power Plant topography

Figure 4.5 Bangka-1A Coal Fired Steam Power Plant bathymetry

70
4.4.3 Barge properties

The barge which is used for transporting the coal has a capacity of 10,000 DWT.
The coal barge characteristics are shown in Table 4.1.
Table 4.1 Coal barge characteristics

Deadweight Displacement Loa Lpp B H d
tonnage (ton) (m) (m) (m) (m) (m)
10,000 DWT 12,500 100.7 94.1 25.5 6.4 5.4
(Source: Feasibility Study Report of PLTU Bangka-1A, 2018)
4.4.4 Tide data

The tide data were obtained from measurement conducted at Mobile Power Plant
of Bangka on December 20th, 2016 – January 23rd, 2017. Figure 4.6 shows the tide
observation data. Table 4.2 shows the summary of tide observation.
Figure 4.6 Tide observation data

(Source: Feasibility Study Report of PLTU Bangka-1A, 2018)
Table 4.2 Tide observation summary

Minimum Maximum
Date Water Level (m) Date Water Level (m)
12-Jan-17 21:00 3.426 31-Dec-16 09:00 6.014
Number of observations 840
Mean sea level (m) 4.822
71
4.4.5 Current data

The current measurement was carried out at the area where the jetty will be built by
using an acoustic Doppler current profiler (ADCP). Figure 4.7 and Table 4.3 show
the current rose and the summary of current measurement. Figure 4.8 shows the
vertical distribution of the current velocity.
Figure 4.7 Current rose for average depth

Table 4.3 Summary of current measurement

Data Unit Value
Maximum current velocity cm/s 76
Average current velocity cm/s 18.1
Minimum current velocity cm/s 0
Dominant direction East and West

72
Figure 4.8 Vertical distribution of the current velocity

4.4.6 Wind velocity data

Historical wind data from 2007 to 2016 was gathered from Meteorological Station
of Klas I, Pangkalpinang. The data consist of monthly maximum wind speed and
its direction. Table 4.4, Table 4.5, and Figure 4.9 show the wind velocity data.
Table 4.4 Monthly maximum wind speed in knots

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2007 8.1 10.3 9.0 7.8 8.8 8.9 9.2 12.0 11.8 9.5 7.7 9.2
2008 9.9 11.0 8.8 8.9 10.9 10.8 11.9 12.4 10.5 12.4 7.9 8.2
2009 12.2 10.7 9.9 8.8 9.0 12.4 11.4 12.0 12.2 10.0 11.0 8.6
2010 9.8 11.3 8.9 8.3 8.0 9.0 9.1 9.1 9.4 7.4 8.5 8.0
2011 10.4 11.0 9.0 8.2 9.0 10.3 10.7 12.2 13.0 9.0 7.0 7.0
2012 10.0 10.0 9.0 9.0 8.0 10.0 11.0 14.0 12.0 9.0 7.0 7.1
2013 11.0 10.0 11.0 9.0 9.0 9.0 10.0 12.0 10.0 9.0 7.0 7.0
2014 9.0 11.0 11.0 7.0 8.0 9.0 9.3 11.3 13.0 9.0 8.0 7.0
2015 9.0 10.8 8.9 7.4 9.1 9.6 10.4 11.4 10.9 10.4 7.5 7.0
2016 7.6 9.3 8.8 20.0 15.0 10.0 13.0 15.0 12.0 12.0 11.0 9.0
(Source: Meteorological Station of Pangkalpinang, 2017)
73
Table 4.5 monthly most wind direction

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2007 NW NW N N E S E E S E N NW
2008 NW NW NE NE E E E E SE E NE N
2009 NW N N E E E SE E E E NE NW
2010 NW N NE NE E E SE E E E E NW
2011 N N N N E SE SE E E E NE NW
2012 N N NW E E SE SE E SE NE E NW
2013 N N N N E E SE SE SW SE SE NW
2014 NW NE NE E E SE S SE SE E E NW
2015 NW NE NE NE E E SE SE SE E NE NE
2016 NE N NE NE SE SE SE SE SE S E W
Figure 4.9 Wind rose of meteorological station of Klas I, Pangkalpinang

74
4.4.7 Seismic data

The earthquake load is based on the provisions of SNI 1726:2012. Based on
Indonesian Seismic Hazard Map 2012 (SNI 1726:2012), the design location takes
the following values:
PGA = 0.025g
FPGA = 2.500
PGAM = 0.025g × 1.600 = 0.04g
SS (g) = 0.055
S1 (g) = 0.075
CRS = 0.976
CR1 = 0.931
4.4.8 Geotechnical data

The geotechnical data were obtained from soil investigation data conducted by
Standard Penetration Test (SPT) and soil specimen tests at the area where the jetty
will be built. The elevation of the ground surface is -1.3 mMSL. Table 4.6 and
Table 4.7 show the soil investigation results.
Table 4.6 Soil laboratory test results

Depth of
γb γd c
sample W (%) e n Sr (%) SG ϕ (˚)
3 3
(gr/cm ) (gr/cm ) (kg/cm2)
(m)
18.50-
47.674 1.724 1.168 1.283 0.562 99.050 2.666 1.920 0.084
19.00
21.50-
48.337 1.638 1.104 1.422 0.587 90.913 2.674 1.923 0.070
22.00
75
Table 4.7 Standard Penetration Test results
Depth (m) Lithology SPT N-

value
0 - 0
2 Sand 9
4.5 Sand 9
7 Sand 10
9.5 Sandy Silt 46
12 Sand 50
14.5 Sand 9
17 Clay 10
19.5 Sandy Silt 9
22 Clay 12
24.5 Clay 13
27 Clay 37
29.5 Sand 50
32 Sand 50
34.5 Clay 50
37 Clay 50
39.5 Sand 50
4.5 Material Properties

Materials are the constituents of the whole structures so that the qualities shall meet
the requirements to resist all acting loads during service lifetime and to cut the
maintenance costs.
4.5.1 Concrete structures

Structures located in waterfront areas especially coastal or offshore areas are always
exposed to moisture and chloride from sea water. According to SNI 2847:2013, this
condition is classified as exposure class C2 in category that requires corrosion
protection. For exposure class C2, the minimum compressive strength of concrete
(fc’)َisَ35َMPa.َTheَconcrete weight density is 24 kN/m3.
76
4.5.2 Driven piles

The driven piles used in the design are steel pipe piles. The considerations of steel
pipe piles chosen to be the foundation of jetty structure are as follows:
1. Easy erection of piles
2. Not susceptible to cracking during the driving process
3. Large axial bearing capacity
4. High stiffness and high bending strength to resist lateral forces
5. Easy handling and transport
6. Easy jointing with superstructure
The steel pipe piles have the following characteristics:

Yield strength = 340 MPa
Modulus of elasticity = 200,000 MPa
Outer diameter = 800 mm
Thickness = 25 mm
Sectional area = 608.7 cm2
Unit weight = 478 kg/m
Moment of inertia = 457 x 103 cm4
Section modulus = 114 x 102 cm3
Radius of gyration = 27.4 cm
4.5.3 Bollards
Tee head bollards are chosen for the design because they are the most commonly
utilized bollards with kind wrap angles and ease of release. Figure 4.10 and Table
4.8 show the tee head bollard dimensions and specifications.
Figure 4.10 Tee head bollard dimensions

(Source: E.J. Bean Mooring Bollards Catalogue)
77
Table 4.8 Tee head bollard specifications

Dimensions (mm) Bolts
Metric ton
A B C D E F G H J No. dia
10 157 350 305 241 286 127 45 91 248 5 24
15 172 400 350 275 330 135 51 105 300 5 24
20 190 483 410 290 360 145 50 125 360 5 24
30 250 600 540 380 476 190 65 155 460 5 30
50 300 800 650 480 570 245 80 206 600 5 36
60 300 800 50 490 570 245 90 206 600 5 36
75 343 800 720 510 620 260 90 222 650 6 48
100 374 1000 813 600 710 306 100 265 750 7 45
125 376 1000 813 600 710 306 100 265 750 7 48
150 430 1080 900 670 830 350 110 283 800 7 48
200 460 1080 930 685 848 320 125 287 830 7 56
4.5.4 Rubber fenders

The rubber fenders used for the design are V-fender type. The considerations of V-
fenders chosen are as follows:
1. Durable and require low maintenance
2. High shear resistance in the longitudinal direction
3. Suitable for high tidal range area
Figure 4.11 and Table 4.9 show the SH V-fender dimensions and specifications.
Figure 4.11 SH V-fender dimensions

(Source: Fender Team Catalogue, 2008)
78
Table 4.9 SH V-fender specifications

Fender A B C D E F K
Anchors
size (mm) (mm) (mm) (mm) (mm) (mm) (mm)
SH 250 250 625 280 18 203 530 8 M 24
SH 300 300 750 340 23 245 640 9 M 30
SH 400 400 1000 450 14 325 850 12 M 30
SH 500 500 1200 560 30 380 1040 15 M 36
SH 600 600 1400 675 35 438 1230 18 M 42
SH 800 800 1800 900 40 550 1600 24 M 48
SH 1000 1000 2200 1125 40 663 2000 30 M 48
4.6 Jetty layout

The coal unloading jetty of Bangka-1A Coal Fired Steam Power Plant has an
approach trestle with length of 13.6 m and width of 13.4 m, and a jetty head with
dimension of 14.5 × 65.8 m. Two mooring dolphins are needed to minimize the
length of jetty head and cut the construction cost. The mooring dolphins are set 40
meters away from jetty head at each side.
Two unit of fix grab crane, two coal hoppers, and belt conveyor are provided to
assist the coal unloading process of 10,000 DWT coal barge in 16 hours with an
average rate of 625 ton per hour. Figure 4.12 shows the layout of jetty.
Figure 4.12 Jetty layout

79
4.7 Loading
Jetty shall be designed considering the loads which are applied to the structure. The
loads are used to determine the minimum strength of the supporting structure. In
this final project, loads are used in designing the pile foundations to support all
loads and meet all the requirements needed in design.
4.7.1 Dead load

Dead load consists of the self-weight of slabs and beams which are calculated
automatically by SAP2000 and additional dead load as follows:
a. Pile cap type 1 (1300×1300×600) = 1.014 m3 × 24 kN/m3 = 24.336 kN
b. Pile cap type 2 (1800×3050×600) = 3.294 m3 × 24 kN/m3 = 79.056 kN
c. Fender plank = 4.680 m3 × 24 kN/m3 = 112.32 kN
d. Rubber fender = 3841 kg = 37.680 kN
e. Bollard = 10 kN
f. Fixed grab crane = 6000 kN
g. Coal hopper = 1000 kN
h. Belt conveyor = 5 kN/m
i. Catwalk = 50 kN
4.7.2 Live load

Live load consists of environmental load and impact load. The environmental load
includes rain load and current load. The impact load includes mooring load and
berthing load. Current load, mooring load, and berthing load are assigned as
different load patterns excluding the live load because their probabilities to occur
are variant, but with the same load factors. The rain load to be considered is as
follows:
Rain (t = 5 mm) = 0.05 m × 1 ton/m3 = 0.05 ton/m2 = 0.4905 kN/m2
80
4.7.3 Earthquake load

Determining seismic design criteria for a building or structure above the ground
level requires the site classification represented by soil properties at sites. The soil
properties used as reference are layers in the upper 30 m of the site profile. Table
4.10 shows the calculation of average field standard penetration resistance for the
top 30 m
Table 4.10 the calculation of average field standard penetration resistance

Depth (m) Interval (m) N SPT Depth/N
0 0 0 0.000
2 2 9 0.222
4.5 2.5 9 0.278
7 2.5 10 0.250
9.5 2.5 46 0.054
12 2.5 50 0.050
14.5 2.5 9 0.278
17 2.5 10 0.250
19.5 2.5 9 0.278
22 2.5 12 0.208
24.5 2.5 13 0.192
27 2.5 37 0.068
30 3 50 0.060
𝐷𝑒𝑝𝑡ℎ
∑ = 2,188
𝑁
30 30
̅=
𝑁 = = 13.710
𝐷𝑒𝑝𝑡ℎ 2.188
∑
𝑁
According to Table 3.11, the soil properties which average field standard
penetration resistance for the top 30 m is less than 15, the site is classified as site
class E (soil).
81
According to Sub subchapter 3.6.1, the coal unloading jetty is classified as Risk
Category III which is for power generation stations and facilities that handle such
substances as hazardous fuels containing sufficient quantities of hazardous
materials to be dangerous to the public if released.
In designing earthquake load resistance requires defining maximum considered

earthquake spectral response acceleration parameters calculated in accordance with
Equation (3.41) to Equation (3.44) as follows:
𝑆𝑠 = 0.055g
𝑆1 = 0.075g
𝐹𝑎 = 2.5 (based on Table 3.12 for site class E and SS ≤َ0.25)
𝐹𝑣 = 3.5 (based on Table 3.13 for site class E and S1 ≤َ0.1)
𝑆𝑀𝑆 = 𝐹𝑎 𝑆𝑠
= 2.5 × 0.055𝑔
= 0.138g
𝑆𝑀1 = 𝐹𝑣 𝑆1
= 3.5 × 0.075𝑔
= 0.264g
2
𝑆𝐷𝑆 = 𝑆
3 𝑀𝑆
2
= × 0.138𝑔
3
= 0.092g
2
𝑆𝐷1 = 𝑆
3 𝑀1
2
= × 0.264𝑔
3
= 0.176g
𝑆𝐷1
𝑇0 = 0.2
𝑆𝐷𝑆
82
0.176𝑔
= 0.2 ×
0.092𝑔
= 0.381 sec
𝑆𝐷1
𝑇𝑠 =
𝑆𝐷𝑆
0.176𝑔
=
0.092𝑔
= 1.905 sec
Based on Figure 3.16, Equation (3.45), and Equation (3.46), the design response
spectrum curve is as shown in Figure 4.13.
Response Spectrum (g)

0.1
0.09
0.08
0.07
0.06
Sa
0.05
0.04
0.03
0.02
0.01
0
0 1 2 3 4 5
T (second)
Figure 4.13 Design response spectrum of Bangka-1A Power Plant
4.7.4 Mooring load

Mooring load is considered as live load but assigned as different load pattern
because various probabilities can occur. Mooring is divided into three conditions of
ship movement as follows:
1. Forward movement causes the spring lines 2 and stern line are pulled.
2. Backward movement causes the spring lines 1 and bow line are pulled.
3. Sideward movement causes the breasting lines are pulled.
83
Figure 4.14 shows the mooring condition.
Figure 4.14 Mooring conditions
The mooring load based on the mooring conditions are as follows:

1. Mooring condition 1 (M1)
A ship is moored, and mooring forces act in transversal direction to Y-
A ship is moored, and mooring forces act in longitudinal direction to X+
A ship is moored, and mooring forces act in longitudinal direction to X-
4.7.5 Berthing load

Berthing load is considered as live load but assigned as different load pattern
because various probabilities can occur. The berthing load is considered in three
berthing conditions as follows:
1. Berthing condition 1 (B1)
A berthing ship hits the left side of jetty front (shown in Figure 4.15)
A berthing ship hits the mid side of jetty front (shown in Figure 4.16)
A berthing ship hits the right side of jetty front (shown in Figure 4.17)
84
Figure 4.15 Berthing condition 1

85
4.7.6 Current load

Current load is considered as live load but assigned as different load pattern because
various probabilities can occur. The current load is considered in two conditions as
follows:
1. Current condition 1
The tidal current flows downstream of river during low tide
2. Current condition 2
The tidal current flows upstream of river during high tide
The dominant direction of current at jetty area is west and east. The current hitting
the structure forms angles with the axis of structure as shown in Figure 4.18. The
current load applied to the hull as berthing force to the structure is not considered.
Figure 4.18 Current conditions
4.7.7 Load combinations

Loading and structural analysis are conducted for jetty head and mooring dolphin
structures. Load combinations are based on 3.5.1 the loads to be considered are dead
load, live load, and earthquake load. Current load, mooring load, and berthing load
are assigned as different load patterns. Table 4.11 shows the load combinations on
jetty head structure. Table 4.12 shows the load combinations on mooring dolphin
structure.
86
Table 4.11 Load combinations on jetty head structure

No. Load combinations No. Load combinations
1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
1. 1.4DL 24.
1.0B3
1.2DL + 1.0LL + 1.0Ey + 1.0C1 +
2. 1.2DL + 1.6LL + 1.6C1 25.
1.0B3
1.2DL + 1.0LL + 1.0Ex + 1.0C2 +
3. 1.2DL + 1.6LL + 1.6C2 26.
1.0B3
1.2DL + 1.0LL + 1.0Ey + 1.0C2 +
4. 1.2DL + 1.0LL + 1.0Ex + 1.0C1 27.
1.0B3
5. 1.2DL + 1.0LL + 1.0Ey + 1.0C1 28. 1.2DL + 1.6LL + 1.6C1 + 1.6M1
6. 1.2DL + 1.0LL + 1.0Ex + 1.0C2 29. 1.2DL + 1.6LL + 1.6C2 + 1.6M1
1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
7. 1.2DL + 1.0LL + 1.0Ey + 1.0C2 30.
1.0M1
1.2DL + 1.0LL + 1.0Ey + 1.0C1 +
8. 0.9DL + 1.0Ex 31.
1.0M1
1.2DL + 1.0LL + 1.0Ex + 1.0C2 +
9. 0.9DL + 1.0Ey 32.
1.0M1
1.2DL + 1.0LL + 1.0Ey + 1.0C2 +
10. 1.2DL + 1.6LL + 1.6C1 + 1.6B1 33.
1.0M1
11. 1.2DL + 1.6LL + 1.6C2 + 1.6B1 34. 1.2DL + 1.6LL + 1.6C1 + 1.6M2
1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
12. 35. 1.2DL + 1.6LL + 1.6C2 + 1.6M2
1.0B1
1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
13. 36.
1.0B1 1.0M2
1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.2DL + 1.0LL + 1.0Ey + 1.0C1 +
14. 37.
1.0B1 1.0M2
1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.2DL + 1.0LL + 1.0Ex + 1.0C2 +
15. 38.
1.0B1 1.0M2
1.2DL + 1.0LL + 1.0Ey + 1.0C2 +
16. 1.2DL + 1.6LL + 1.6C1 + 1.6B2 39.
1.0M2
17. 1.2DL + 1.6LL + 1.6C2 + 1.6B2 40. 1.2DL + 1.6LL + 1.6C1 + 1.6M3
1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
18. 41. 1.2DL + 1.6LL + 1.6C2 + 1.6M3
1.0B2
1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.2DL + 1.0LL + 1.0Ex + 1.0C1 +
19. 42.
1.0B2 1.0M3
1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.2DL + 1.0LL + 1.0Ey + 1.0C1 +
20. 43.
1.0B2 1.0M3
1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.2DL + 1.0LL + 1.0Ex + 1.0C2 +
21. 44.
1.0B2 1.0M3
22. 1.2DL + 1.6LL + 1.6C1 + 1.6B3 1.2DL + 1.0LL + 1.0Ey + 1.0C2 +
45.
23. 1.2DL + 1.6LL + 1.6C2 + 1.6B3 1.0M3
87
Table 4.12 Load combinations on mooring dolphin structure

No. Load combinations
1. 1.4DL
2. 1.2DL + 1.6LL + 1.6C1
3. 1.2DL + 1.6LL + 1.6C2
4. 1.2DL + 1.0LL + 1.0Ex + 1.0C1
5. 1.2DL + 1.0LL + 1.0Ey + 1.0C1
6. 1.2DL + 1.0LL + 1.0Ex + 1.0C2
7. 1.2DL + 1.0LL + 1.0Ey + 1.0C2
8. 0.9DL + 1.0Ex
9. 0.9DL + 1.0Ey
10. 1.2DL + 1.6LL + 1.6C1 + 1.6M1
11. 1.2DL + 1.6LL + 1.6C2 + 1.6M1
12. 1.2DL + 1.0LL + 1.0Ex + 1.0C1 + 1.0M1
13. 1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.0M1
14. 1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.0M1
15. 1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.0M1
16. 1.2DL + 1.6LL + 1.6C1 + 1.6M2
17. 1.2DL + 1.6LL + 1.6C2 + 1.6M2
18. 1.2DL + 1.0LL + 1.0Ex + 1.0C1 + 1.0M2
19. 1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.0M2
20. 1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.0M2
21. 1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.0M2
22. 1.2DL + 1.6LL + 1.6C1 + 1.6M3
23. 1.2DL + 1.6LL + 1.6C2 + 1.6M3
24. 1.2DL + 1.0LL + 1.0Ex + 1.0C1 + 1.0M3
25. 1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.0M3
26. 1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.0M3
27. 1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.0M3
CHAPTER 5
RESULT AND DISCUSSION
5.1 Port Design

5.1.1 Astronomical tide
Tide data are used to obtain the design water level which are used to determine the
crown height of jetty and the depth of waterway and basin. From tide measurement
conducted on December 20th, 2016 – January 23rd, 2017, the data were analyzed to
acquire the tidal constituents based on Equation (3.2) to Equation (3.5). The
analysis was performed by using Least Square Method. Table 5.1 shows the tidal
constituents analysis.
Table 5.1 Tidal constituents analysis

Constituents 𝜔 (rad/hour) 𝐴 (m) 𝐵 (m) Phaseَ(˚) Amplitude (m)
𝑍0 - - - - 4.822
𝑀2 0.50587 0.0385 -0.0147 339.1705 0.041
𝑆2 0.52360 0.0439 -0.0415 316.5817 0.060
𝑁2 0.49637 0.0073 -0.0090 308.9143 0.011
𝐾2 0.52503 0.0157 0.0496 72.3970 0.052
𝐾1 0.26251 -0.4189 -0.1902 204.4254 0.460
𝑂1 0.24335 -0.2725 0.2079 142.6521 0.343
𝑃1 0.26108 -0.2093 -0.2624 231.4211 0.336
𝑀4 1.01174 0.0181 0.0105 30.0452 0.021
𝑀𝑆4 1.02947 -0.0097 0.0088 137.8823 0.013
Formzahl Number is calculated in accordance with Equation (3.16) as follows:
𝐾1 + 𝑂1 0.460 + 0.343
𝐹𝑍 = = = 7.90
𝑀2 + 𝑆2 0.041 + 0.060
𝐹𝑍 is more than 3,0. Thus, the tide is classified as diurnal type.
88
89
The design water levels in accordance with Equation (3.8) to Equation (3.15) are
as follows:
a. High Astronomical Tide (HAT)

𝐻 = 𝑍0 + 𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 + 𝑁2
= 4.822 + 0.041 + 0.060 + 0.052 + 0.460 + 0.343 + 0.336 + 0.011
= 6.126 m
b. Highest High Water Level

𝐻 = 𝑍0 + 𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1
= 4.822 + 0.041 + 0.060 + 0.052 + 0.460 + 0.343 + 0.336
= 6.115 m
c. Mean High Water Level

𝐻 = 𝑍0 + 𝑀2 + 𝐾1 + 𝑂1
= 4.822 + 0.041 + 0.460 + 0.343
= 5.666 m
d. Mean Sea Level

𝐻 = 𝑍0
= 4.882 m
e. Mean Low Water Level

𝐻 = 𝑍0 − (𝑀2 + 𝐾1 + 𝑂1 )
= 4.822 − (0.041 + 0.460 + 0.343)
= 3.978 m
f. Chart Datum Level

𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾1 + 𝑂1 )
= 4.822 − (0.041 + 0.060 + 0.460 + 0.343)
= 3.918 m
g. Lowest Low Water Level

𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 )
90
= 4.822 − (0.041 + 0.060 + 0.052 + 0.460 + 0.343 + 0.336)

= 3.530 m
h. Lowest Astronomical Tide

𝐻 = 𝑍0 − (𝑀2 + 𝑆2 + 𝐾2 + 𝐾1 + 𝑂1 + 𝑃1 + 𝑁2 )
= 4.822 − (0.041 + 0.060 + 0.052 + 0.460 + 0.343 + 0.336 + 0.011)
= 3.519 m
Table 5.2. shows the summary of design water level.
Table 5.2 Design water level

Water Level Symbol Elevation (m)
Highest Astronomical Tide HAT 6.126 +1.304
Highest High Water Level HHWL 6.115 +1.292
Mean High Water Level MHWL 5.666 +0.844
Mean Sea Level MSL 4.822 ±0.000
Mean Low Water Level MLWL 3.978 -0.844
Chart Datum Level CDL 3.918 -0.904
Lowest Low Water Level LLWL 3.530 -1.292
Lowest Astronomical Tide LAT 3.519 -1.304
5.1.2 Mooring force

Mooring force of ship is generated by wind and current. The mooring force is
considered in three conditions of ship movement including forward, backward, and
sideward as shown in Figure 4.14. The wind and current are considered in the most
direction and the greatest velocity.
a. Forward movement
The forward movement of ship is mostly influenced by the current force due to
high tide. The mooring force forward is determined in accordance with
Equation (3.21) as follows:
𝐵 = 25.5 m (based on Table 4.1)

91
𝑑 = 5.4 m (based on Table 4.1)

𝐴𝑐 = 𝐵𝑑
= 25.5 × 5.4
= 137.7 m2
𝐶𝑐 = 5 (for water depth/draft of ship = 1.5)
𝛾𝑤 = 1000 kg/m3
𝑉𝑐 = 0.76 m/s (based on Table 4.3)
𝑉𝑐 2
𝑅𝑎 = 𝐶𝑐 𝛾𝑤 𝐴𝑐
2𝑔
0.762
= 5 × 1000 × 137.7 ×
2 × 9.81
= 20269 kg
= 198.84 kN
b. Backward movement
The backward movement of ship is mostly influenced by the current force due
to low tide. The mooring force backward is equal to the mooring force forward
in opposite direction.
c. Sideward movement
The sideward movement of ship is mostly influenced by the wind force due to
the highest wind velocity blows from northeast. The lateral projected area of
hull is calculated in accordance with Equation (3.24) as follows:
𝐷𝑊𝑇 = 10,000 tons

𝛼 = 5.171 (based on Table 3.4)
𝛽 = 0.58 (based on Table 3.4)
𝐴𝑤 = 𝛼 (𝐷𝑊𝑇)𝛽
= 5.171 × (10,000)0.58
= 1080.4 m2
The mooring force sideward is determined in accordance with Equation (3.19)

and Equation (3.20) as follows:
92
𝑉 = 20 knots = 10.289 m/s (based on Table 4.4)

𝑄𝑎 = 0,063𝑉 2
= 0,063 × 10.2892
= 6.67 kg/m2
𝑅𝑤 = 1,1𝑄𝑎 𝐴𝑤
= 1,1 × 6.67 × 1080.4
= 7925.8 kg
= 77.752 kN
d. Bollard selection
Based on Table 3.2, bollards are designed to resist tractive force of 300 kN for
10,000 DWT ship and the interval between bollards is 15 m. According to Table
4.8, the dimensions of selected bollard are shown in Figure 5.1.
Figure 5.1 Selected bollard dimensions

5.1.3 Current force

Current forces work on the bodies of piles that are submerged in water due to tidal
current and river flow. The current force calculation considers the vertical
distribution of the current velocity. The current force is determined in accordance
with Equation (3.22) as follows:
𝑈𝐷=0 = 0.76 m/s (based on Figure 4.8)

93

𝐶𝐷 = 1.0 (based on Table 3.3)
𝜌0 = 1 ton/m3
𝑑 = 0.8 m
𝐹𝐷 1 2
= 2 𝐶𝐷 𝜌0 𝐴𝑈
𝑙 𝑙
1
𝐹𝐷 /𝑙 = 𝐶𝐷 𝜌0 𝑑𝑈2
2
1
(𝐹𝐷 /𝑙)𝐷=0 = × 1 × 1 × 0.8 × 0.762
2
= 0.231 kN/m
1
(𝐹𝐷 /𝑙)𝐷=1 = × 1 × 1 × 0.8 × 0.7472
2
= 0.223 kN/m
1
(𝐹𝐷 /𝑙)𝐷=2 = × 1 × 1 × 0.8 × 0.692
2
= 0.190 kN/m
1
(𝐹𝐷 /𝑙)𝐷=3 = × 1 × 1 × 0.8 × 0.7282
2
= 0.212 kN/m
The current forces applied on pile are shown in Figure 5.2.
Figure 5.2 Current forces work on pile

94
5.1.4 Elevation of jetty

The crown of jetty shall be set at an appropriate height that suitable for the main
dimensions of target vessel and the natural conditions of the surrounding area. The
crown of jetty elevation is determined in accordance with the tidal range and the
water depth. The tidal range is determined as follows:
Elevation of HHWL = +1.292 mMSL (based on Table 5.2)

Elevation of LLWL = -1.292 mMSL (based on Table 5.2)
Tidal range = Elevation of HHWL – Elevation of LLWL
= 1.292 − (−1.292)
= 2.584 m
The coal barge has a draft of 5.4 m based on Table 4.1, thus the water depth is more
than 4.5 m. According to Table 3.5, the crown of jetty shall be set 1.0 to 2.0 m
above the highest astronomical tide (HAT). The elevation of HAT is +1.304 mMSL
based on Table 5.2. Thus, the elevation of jetty crown is taken as +3.00 mMSL.
5.2 Waterway and Basin Design

Waterway and basin shall be provided for ship navigation and maneuvering. The
basin area and depth must consider the safety of anchorage, the ease of ship
maneuvering as well as coal unloading efficiency. The waterway width and depth
shall satisfy the requirements for safe navigation of ships and support the traffic of
ships along the river.
5.2.1 Approach channel design

The approach channel design includes the depth and the width of channel. The
channel depth is determined in accordance with Figure 3.12. The gross underkeel
clearance (UKC) and the bottom related factors are taken as 1 m to simplify the
determination. The clearance depth of 1 m under the keel has satisfied the
requirement for safe navigation of the ship.
The approach channel depth is calculated as follows:

95
Draft = 5.4 m (based on Table 4.1)

Channel depth = Draft + 1 m
= 5.4 + 1
= 6.4 m
The elevation of channel bottom is designed for two conditions. The first condition
is when the coal barges can berth every time whether at high tide or low tide. The
second condition is when the coal barge can only berth during high tide.
The elevation of channel bottom for the first condition is calculated as follows:
Elevation of LLWL = -1.292 mMSL (based on Table 5.2)

Elevation of channel bottom = Elevation of LLWL – Channel depth
= -1.292 – 6.4
= -7.692 mMSL ≈َ-7.7 mMSL
The elevation of channel bottom for the second condition is calculated as follows:
Elevation of MHWL = +0.844 mMSL (based on Table 5.2)

Elevation of channel bottom = Elevation of MHWL – Channel depth
= 0.844 – 6.4
= -5.556 mMSL ≈َ-5.6 mMSL
The approach channel is designed as one-way channel since the coal is transported
infrequently. The channel width based on Figure 3.13 is as follows:

Channel width = 4.8𝐵
= 4.8 × 25.5
= 122.4 m ≈َ125َm
Dredging is required for approach channel at the first condition as shown in Figure
5.3 seeing that the elevation of riverbed does not satisfy the design depth of channel.
96
Figure 5.4 shows that the riverbed has enough elevation for the design depth of
channel with the result that dredging is not required.
Figure 5.3 Cross section of approach channel at condition 1
Figure 5.4 Cross section of approach channel at condition 2
5.2.2 Port basin design

The basin design includes the area of turning basin and the depth. The bow turning
of coal barge is assisted by tugboats. The area of turning basin for small ships using
tugboats according to Sub subchapter 3.4.1 is a circle having a diameter of 1.5L.
The diameter of turning basin is as follows:
𝐿 = 𝐿𝑂𝐴 = 100.7 m (based on Table 4.1)
Diameter of turning basin = 1.5𝐿
= 1.5 × 100.7
= 151.05 m ≈َ151َm
Figure 5.5 shows the area of turning basin.
Theَdepthَofَbasinَisَequalَtoَ1.1َtimesَofَship’sَdraftَwhenَfullyَloaded.َTheَbedَ
elevation of basin is calculated in accordance with Equation (3.40) as follows:
𝐸𝑙𝑏𝑎𝑠𝑖𝑛 = 𝐸𝑙𝐿𝐿𝑊𝐿 − 1.1𝑑𝑟𝑎𝑓𝑡𝑚𝑎𝑥
= −1.292 − 1.1 × 5.4
= -7.232َmَ≈َ-7.3 m
97
Figure 5.5 Area of turning basin
The elevation of riverbed does not satisfy the design basin depth as shown in Figure
5.6 with the result that it requires dredging.
Figure 5.6 Cross section of port basin
5.2.3 Capital dredging

Capital dredging is a process of material removal from the seabed to create or
deepen waterway and basin to serve target vessels. According to Sub subchapter
3.4.3, For berthing vessels assisted by tugboats, the length of dredged area in front
of jetty shall not be taken less than 1.25 times of the overall length of the largest
target vessel.
The minimum length of dredged area is determined as follows:

98
𝐿𝑂𝐴 = 100.7 m
Length of dredged area > 1.25𝐿𝑂𝐴
> 1.25 × 100.7
> 125.875 m
The length of dredged area is determined as follows:
𝐵 = 25.5 m
Length of dredged area = 𝐵 + 𝐿𝑂𝐴 + 𝐵
= 25.5 + 100.7 + 25.5
= 151.7َ≈َ150َm
150 m > 125.875 m (OK)
Based on Figure 3.15, the required dimensions of dredged area in front of jetty are
shown in Figure 5.7.
Figure 5.7 Required dimensions of dredged area
The capital dredging includes the dredging of basin and approach channel. The
required area of capital dredging when the coal barge can berth every time is shown
in Figure 5.8. The required area of capital dredging when the coal barge can only
berth during high tide is shown in Figure 5.9.
99
Figure 5.8 Capital dredging area for condition 1
Figure 5.9 Capital dredging area for condition 2

100
5.3 Fender Design

Fenders are designed to absorb the kinetic energy of a berthing ship and transmit
the reduced reaction force to the structure.
5.3.1 Approach velocity

According to Figure 3.5, the approach velocity (𝑉𝐵 ) for 10,0000 DWT vessel with
difficult berthing and sheltered exposure is 0.192 m/s.
5.3.2 Berthing energy

The value of block coefficient (𝐶𝐵 ) is calculated in accordance with Equation
(3.30) as follows:
𝑀𝐷 = 12,500 tons (based on Table 4.1)

𝐿𝐵𝑃 = 94.1 m (based on Table 4.1)
𝐷 = 5.4 m (based on Table 4.1)
𝑀𝐷
𝐶𝐵 =
𝐿𝐵𝑃 𝐵𝐷𝜌
12500
=
94.1 × 25.5 × 5.4 × 1.025
= 0.941
The value of added mass coefficient (𝐶𝑀 ) is calculated in accordance with Equation
(3.29) as follows:
𝜋𝐷
𝐶𝑀 = 1 +
2𝐶𝐵 𝐵
𝜋 × 5,4
= 1+
2 × 0.941 × 25.5
= 1.353
The value of eccentricity coefficient (𝐶𝐸 ) for quarter-point berthing case is

calculated in accordance with Equation (3.31) to Equation (3.35) as follows:
101
𝐿𝐵𝑃
𝑥 =
4
94.1
=
4
= 23.525 m
𝐿𝐵𝑃
𝑦 = −𝑥
2
94.1
= − 23.525
2
= 23.525 m
𝐾 = (0.19𝐶𝐵 + 0.11)𝐿𝐵𝑃
= (0.19 × 0.941 + 0.11) × 94.1
= 27.178 m
2
𝑅 = √𝑦 2 + ( 𝐵 )
2
2
= √23.5252 + (25.5)
2
= 26.758 m
Theَberthingَangleَ(α)َisَ15˚.َThus,َtheَvalueَofَØَisَequalَtoَ75˚.
𝐾 2 + 𝑅2 cos 2 ∅
𝐶𝐸 =
𝐾 2 + 𝑅2
27.1782 + 26.7582 cos 2 75
=
27.1782 + 26.7582
= 0.541
The value of configuration coefficient (𝐶𝐶 ) is equal to 1 since the added mass
coefficient (𝐶𝑀 ) has already been considered.
The value of softness coefficient (𝐶𝑆 ) is equal to 1 for soft fenders.
By using Equation (3.27), the berthing energy (𝐸𝑁 ) is as follows:

102
𝐸𝑁 = 0.5𝑀𝐷 𝑉𝐵 2 𝐶𝑀 𝐶𝐸 𝐶𝐶 𝐶𝑆
= 0.5 × 12500 × 0.1922 × 1.353 × 0.541 × 1 × 1
= 17.189 ton.m
Abnormal impacts arise when the normal energy is exceeded. According to Table
3.6, the safety factor for abnormal berthing (𝐹𝑆 ) is taken as 1.50. The abnormal
berthing energy (𝐸𝐴 ) is determined in accordance with Equation (3.28) as follows:
𝐸𝐴 = 𝐹𝑆 𝐸𝑁
= 1.5 × 17.189
= 25.784 ton.m = 252.939 kNm
5.3.3 Fender selection

Triatmodjo (2010) said that the maximum deflection of fender that may occur is
45%. Based on generic performance curve in Figure 5.10, the fender system will
absorb 83.33% of berthing energy and give 100% of reaction to the structure for
45% deflected fender.
Figure 5.10 Generic performance curve of SH V-fender type

𝐸83.33% = 25.784 ton.m

𝐸100% = 25.784 / 83.33% = 30.94 ton.m = 303.526 kNm
103
The absorbed energy of 303.526 kNm is the maximum performance and used as a
parameter in fender selection. According to Table 5.3, the SH 1000 V-fender will
give the best performance.
Table 5.3 SH V-fender performance values

Fender size
Performance value
250 300 400 500 600 800 1000
Energy (kNm) 20 28 50 79 113 201 314
Reaction (kN) 187 225 299 374 449 598 749
The tidal range at the jetty is 1.292 – (-1.292) = 2.584 m. The suitable length of
fender is 3000 mm in accordance with Table 5.4.
Table 5.4 SH V-fender length and weight

Size L (mm) H (mm) G (mm) J (mm) Anchors Weight (kg)
1000 120 1 × 840 1080 4 1426
1500 230 2 × 670 1800 6 2030
SH 1000 2000 230 2 × 920 2300 6 2634
2500 230 2 × 1170 2800 6 3237
3000 225 3 × 950 3300 8 3841
The dimensions of selected fender are shown in Figure 5.11.
Figure 5.11 SH 1000 V-fender dimensions

104
Performance values of SH V-fender listed in Table 5.3 are transformed into curve
of relation between kinetic energy and reaction as shown in Figure 5.12.
Figure 5.12 Relation between kinetic energy and reaction of SH V-fender
Based on regression analysis, the relation between kinetic energy and reaction of
SH V-fender can be formulated as power equation as follows:
𝑦 = 42.019𝑥 0.501
where:
𝑦 = 𝑅 = Reaction (kN)
𝑥 = 𝐸𝐴 = Kinetic energy / Abnormal berthing energy (kNm)
The reaction transmitted to the structure are calculated as follows:

𝐸𝐴 = 252.939 ton.m
𝑅 = 42.019𝐸𝐴 0.501
= 42.019 × 252.9390.501
= 671.98 kN
5.3.4 Fender pitch

The distance between fenders is determined in accordance with Equation (3.38)
and Equation (3.39) as follows:
105
𝐿𝑂𝐴 = 100.7 m
𝐴 = 1m
deflection = 45%
ℎ = 𝐴 − 45%𝐴
= 1 − 0.45
= 0.55 m
𝐶 = 15%𝐴
= 0.15 m
1 𝐵 𝐿𝑂𝐴 2
𝑅𝐵 = ( + )
2 2 8𝐵
1 25.5 100.72
= ( + )
2 2 8 × 25.5
= 31.229 m
𝑃 ≤ 2√𝑅𝐵 2 − (𝑅𝐵 − ℎ + 𝐶 )2
𝑃 ≤ 2√31.2292 − (31.229 − 0.55 + 0.15)2

𝑃 ≤ 9.965 m ≈َ10َm
The maximum space between fender is about 10 m. Nevertheless, for easy

installation and direct load distribution to the piles, the fenders are placed in
accordance with Figure 5.13.
Figure 5.13 Arrangement of fenders

106
5.4 Pile Foundation Design

Pile foundation design includes site investigation data analysis, pile load capacity,
lateral load and deflection analysis, and inclined pile foundation design.
5.4.1 Standard penetration test

The SPT N-values obtained from standard penetration test results shown in Table
4.7 shall be corrected due to field procedures in accordance with Equation (3.14).
The following SPT N-value correction factors due to field procedures are according
to Table 3.16.
𝐸𝐻 = 0.60 (Donut hammer, hand dropped release mechanism)
𝐶𝐵 = 1.00 (73 mm borehole diameter)
𝐶𝑆 = 1.00 (standard sampler)
The example of calculation for depth of 2 m is as follows:
𝐶𝑅 = 0.75 (2 m rod length)

𝐸𝐻 𝐶𝐵 𝐶𝑆 𝐶𝑅 𝑁
𝑁60 =
0.6
0.60 × 1.00 × 1.00 × 0.75 × 9
= =7
0.6
Table 5.5 shows the corrected SPT N-values for field procedures.
Table 5.5 Corrected SPT N-values for field procedures

Depth (m) 𝑁 𝐶𝑅 𝑁60 Depth (m) 𝑁 𝐶𝑅 𝑁60
0 0 0 0 22 12 1 12
2 9 0.75 7 24.5 13 1 13
4.5 9 0.85 8 27 37 1 37
7 10 0.95 10 29.5 50 1 50
9.5 46 0.95 44 32 50 1 50
12 50 1 50 34.5 50 1 50
14.5 9 1 9 37 50 1 50
17 10 1 10
39.5 50 1 50
19.5 9 1 9
107
The SPT N-values are also corrected for overburden pressure in accordance with
Equation (3.54) to Equation (3.56).
𝐺𝑠 = 2.67
𝑒 = 1.3525
𝛾𝑤 = 9.81 kN/m3
𝛾𝑤 (𝐺𝑠 + 𝑒)
𝛾𝑠𝑎𝑡 =
1+𝑒
9.81 × (2.67 + 1.3525)
=
1 + 1.3525
= 16.77 kN/ m3
𝛾 ′ = 𝛾𝑠𝑎𝑡 − 𝛾𝑤
= 16.77 − 9.81
= 6.96 kN/ m3
𝑃0 ′ = ∑ 𝛾𝑖 ℎ𝑖
𝑖=1
= 0 + 6.96 × 2
= 13.93 kN/m2
1 ton/ft2 = 107.252 kN/m2

20
𝐶𝑁 = 0.77 log ( )
𝑃0 ′
20
= 0.77 log ( )
13.93/107.252
= 1.68
𝑁60 ′ = 𝐶𝑁 𝑁60
= 1.68 × 7
= 12
108
Table 3.16 shows the corrected SPT N-values for field procedures and overburden
pressure.
Table 5.6 Corrected SPT N-values for field procedures and overburden pressure
Depth Interval
𝑁60 𝑃0 ′ (kN/m2) 𝐶𝑁 𝑁60 ′
(m) (m)
0 0 0 0.00 0 0
2 2 7 13.93 1.68 12
4.5 2.5 8 31.34 1.41 11
7 2.5 10 48.75 1.27 13
9.5 2.5 44 66.16 1.16 51
12 2.5 50 83.57 1.09 54
14.5 2.5 9 100.98 1.02 9
17 2.5 10 118.39 0.97 10
19.5 2.5 9 135.80 0.92 8
22 2.5 12 153.21 0.88 11
24.5 2.5 13 170.62 0.85 11
27 2.5 37 188.03 0.81 30
29.5 2.5 50 205.44 0.78 39
32 2.5 50 222.85 0.76 38
34.5 2.5 50 240.26 0.73 37
37 2.5 50 257.67 0.71 35
39.5 2.5 50 275.08 0.69 34
5.4.2 Pile load capacity

Piles are designed to reach the depth of 30 m below ground surface. The elevation
of ground surface is -1.3 mMSL. The riverbed will be dredged to elevation of -7.3
mMSL.
The end of pile is in granular soil. The unit end-bearing resistance in granular soil
is calculated in accordance with Equation (3.57) as follows:
109
𝐿 = 23 m (length of pile penetration)

𝑑 = 0.8 m
𝑁60 ′ = 39
𝐿
𝑓𝑏 = 40𝑁60 ′ ( ) ≤ 400𝑁60 ′
𝑑
23
= 40 × 39 × ( ) ≤ 400 × 39
0.8
= 15,600 kN/m2
The ultimate end-bearing resistance is calculated in accordance with Equation

(3.61) as follows:
1 2
𝐴𝑏 = 𝜋𝑑
4
1
= 𝜋 × 0.82
4
= 0.503 m2
𝑄𝑏 = 𝐴𝑏 𝑓𝑏
= 0.503 × 15,600
= 7,841.42 kN
The unit skin friction resistance is calculated based on the soil type for each depth
of SPT measurement to obtain the cumulative value of skin friction resistance
known as ultimate skin friction resistance.
The unit skin friction resistance is calculated in accordance with Equation (3.59)
and Equation (3.60). The ultimate skin friction resistance is calculated in
The example of calculation for depth of 7 m (granular soil) is as follows:
𝑁60 = 10
ℎ = 1m
110
𝑓𝑠 = 2𝑁60
= 2 × 10
= 20 kN/m2
𝐴𝑠 = 𝜋𝐷ℎ
= 𝜋 × 0.8 × 1
= 2.513 m2
𝑄𝑠 = 𝐴𝑠 𝑓𝑠
= 2.513 × 20
= 50.265 kN
The example of calculation for depth of 14.5 m (cohesive soil) is as follows:
𝑁60 = 9
ℎ = 2.5 m
𝑓𝑠 = 1,8𝑁60
= 1.8 × 9
= 16.2 kN/m2
𝐴𝑠 = 𝜋𝐷ℎ
= 𝜋 × 0.8 × 2.5
= 6.283 m2
𝑄𝑠 = 𝐴𝑠 𝑓𝑠
= 6.283 × 16.2
= 101.788 kN
Table 5.7 shows the calculation of skin friction resistance

111
Table 5.7 Calculation of skin friction resistance

Elevation 𝑓𝑠
Depth (m) Lithology ℎ (m) 𝑁60 𝐴𝑠 (m2) 𝑄𝑠 (kN)
(mMSL) (kN/m2)
-8.3 7 Sand 1 10 2.513 20 50.265
-10.8 9.5 Sand 2.5 44 6.283 88 552.920
-13.3 12 Sand 2.5 50 6.283 100 628.319
-15.8 14.5 Clay 2.5 9 6.283 16.2 101.788
-18.3 17 Sand 2.5 10 6.283 20 125.664
-20.8 19.5 Clay 2.5 9 6.283 16.2 101.788
-23.3 22 Clay 2.5 12 6.283 21.6 135.717
-25.8 24.5 Clay 2.5 13 6.283 23.4 147.027
-28.3 27 Clay 2.5 37 6.283 66.6 418.460
-31.3 30 Sand 3 50 7.540 100 753.982
ΣQs 3,015.93
The net ultimate load capacity is calculated in accordance with Equation (3.63) as
follows:
Overall length = 32.3 m

Unit weight = 478 kg/m
𝑊𝑝 = Overall length × Unit weight

= 32.3 × 478
= 15,439.4 kg = 151.46 kN
𝑄𝑢 = 𝑄𝑏 + 𝑄𝑠 − 𝑊𝑝
= 7,841.42 + 3,015.93 − 151.46
= 10,705.9 kN
The allowable load capacity is calculated in accordance with Equation (3.64) as

follows:
112
𝑄𝑢
𝑄𝑎 =
𝑆𝐹
10,705.9
=
3
= 3,568.63 kN
5.4.3 Lateral load capacity

The calculation of lateral load capacity using Broms (1964) method is according to
Equation (3.65) to Equation (3.67) as follows:
𝜑 = 1.92˚
𝛾 = 𝛾′
= 6.96 kN/m3
𝑀𝑚𝑎𝑥 = 𝑀𝑦 = 2,589.67 kNm
𝑒 = 8.3 m
𝜑
𝐾𝑝 = tan2 (45° + )
2
1.92
= tan2 (45° + )
2
= 1.069
𝐻𝑢
𝑓 = 0.82√
𝑑𝐾𝑝 𝛾
2𝑓
𝑀𝑚𝑎𝑥 = 𝐻𝑢 (𝑒 + )
3
𝐻
2 × 0.82√𝑑𝐾𝑢 𝛾
𝑝
𝑀𝑦 = 𝐻𝑢 𝑒 +
3
( )
𝐻𝑢
2 × 0.82√0.8 × 1.069 × 6.96
2,589.67 = 𝐻𝑢 8.3 +
3
( )
113
𝐻𝑢 = 222.468 kN
5.4.4 Lateral deflection

The lateral deflection is calculated by using Broms (1964) method in accordance
with Equation (3.68) and Equation (3.69) as follows:
𝑛ℎ = 4,850 kN/m3 (based on Table 3.17)

𝐸𝑝 = 200,000 MPa = 2×108 kN/m3
𝐼𝑝 = 457 × 103 cm4 = 0.00457 m4
1/5
𝑛
𝛼 = ( ℎ )
𝐸𝑝 𝐼𝑝
1/5
4,850
= ( )
2 × 108 × 0.00457
= 0.351
𝛼𝐿 = 9.82 > 4, thus, the pile is defined as long pile
2,4𝐻 1,6𝐻𝑒
𝑦0 = 2/5 + 3/5
(𝑛ℎ )3/5 (𝐸𝑝 𝐼𝑝 ) (𝑛ℎ )2/5 (𝐸𝑝 𝐼𝑝 )
The maximum deflection which occurs at the head of pile is 20 mm (Coduto, 2001)
2,4𝐻
0.02 = 2
(4,850)3/5 (2 × 108 × 0.00457)5
1,6𝐻 × 8.3
+
(4,850)2/5 (2 × 108 × 0.00457)3/5
𝐻 = 324.253 kN
5.4.5 Critical axial load

The critical axial load is calculated in accordance with Equation (3.70) to
Equation (3.73) as follows:
114
5 𝐸𝑝 𝐼𝑝
𝑇 = √
𝑛ℎ
5 2 × 108 × 0.00457
= √
4,850
= 2.85
𝑧𝑓 = 1,8𝑇
= 1,8 × 2.85
= 5.13 m
𝐿𝑒 = 𝑒 + 𝑧𝑓
= 8.3 + 5.13
= 13.43 m
𝜋 2 𝐸𝑝 𝐼𝑝
𝑄𝑐𝑟 =
4𝐿𝑒 2
𝜋 2 × 2 × 108 × 0.00457
=
4 × 13.432
= 12,499.26 kN
5.4.6 Modulus of subgrade reaction

The modulus of subgrade reaction is calculated based on the soil type for each depth
of SPT measurement in accordance with Equation (3.80).

𝑁 = 10
𝑘ℎ = 40 MN/m3 (based on Figure 3.21)
𝐴𝑠 = 2.513 m2
𝑘𝑠 = 𝑘ℎ × 𝐴𝑠
= 40 × 2.513
= 100.53 MN/m
115
Table 5.8 shows the calculation of subgrade reaction modulus.
Table 5.8 Modulus of subgrade reaction calculation

Elevation Depth 𝑘ℎ 𝑘𝑠
𝑁 𝐴𝑠 (m2)
(mMSL) (m) (MN/m3) (MN/m)
-8.3 7 10 2.513 40 100.53096
-10.8 9.5 46 6.283 60 376.99112
-13.3 12 50 6.283 60 376.99112
-15.8 14.5 9 6.283 23 144.51326
-18.3 17 10 6.283 40 251.32741
-20.8 19.5 9 6.283 23 144.51326
-23.3 22 12 6.283 40 251.32741
-25.8 24.5 13 6.283 40 251.32741
-28.3 27 37 6.283 60 376.99112
-31.3 30 50 7.54 60 452.38934
5.5 Structural Analysis

Structural analysis was performed by using software of SAP2000 V.14. Structural
analysis was conducted to obtain the output including the reactions of each support
and the lateral deflections of each pile due to loading. The output was compared
with the pile capacity to check the safety factors of piles.
5.5.1 Jetty head

The jetty head is designed as coal unloading, berthing, and mooring facilities. Jetty
head shall be able to resist considered loads. Loads applied to jetty head structure
include self-weight of the structure and coal unloading facilities (dead load), live
load, berthing load, mooring load, current load, and earthquake load. The modelling
of jetty head structure on SAP2000 is shown in Figure 5.14.
The maximum output results for jetty head of structural analysis generated by
SAP2000 are shown in Table 5.9 to Table 5.11. The maximum output will give
higher results if the current load applied to the hull is considered as berthing force
to the jetty head structure.
116
Figure 5.14 Jetty head modelling on SAP2000
Table 5.9 Maximum axial load of pile output for jetty head
Joint Q (kN) Load Combination
513 2,078.054 1.4DL
517 2,074.386 1.4DL
Table 5.10 Maximum lateral load of pile output for jetty head
Joint H1 (kN) Load Combination
574 47.269 1.4DL
585 -47.291 1.4DL
1350 66.977 1.2D + 1.0LL + 1.0Ey + 1.0C2 + 1.0M1
582 -123.219 1.4DL
117
Table 5.11 Maximum lateral deflection of pile output for jetty head
Joint U1 (m) Load Combination
21, 227 0.00483 1.2DL + 1.0LL + 1.0Ex + 1.0C1 + 1.0B1
30, 226 -0.0048 1.2DL + 1.0LL + 1.0Ex + 1.0C2 + 1.0B3
223 0.00656 1.2DL + 1.6LL + 1.6C1 + 1.6B1
233, 234 -0.0082 1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.0B3
5.5.2 Mooring dolphin

The mooring dolphin is designed as mooring facility. Mooring dolphin shall be able
to resist considered loads. Loads applied to mooring dolphin structure include self-
weight of the structure (dead load), live load, mooring load, current load, and
earthquake load. The modelling of mooring dolphin structure on SAP2000 is shown
in Figure 5.15.
Figure 5.15 Mooring dolphin modelling on SAP2000

The maximum output results for mooring dolphin of structural analysis generated
by SAP2000 are shown in Table 5.12 to Table 5.14.
Table 5.12 Maximum axial load of pile output for mooring dolphin
Joint Q (kN) Load Combination
46 1,410.855 1.2DL + 1.6LL + 1.6C1 + 1.6M2
46 1,387.052 1.2DL + 1.6LL + 1.6C2 + 1.6M2
Table 5.13 Maximum lateral load of pile output for mooring dolphin
44 90.613 1.2DL + 1.6LL + 1.6C2 + 1.6M3
90 -99.467 1.2DL + 1.6LL + 1.6C1 + 1.6M2
47 91.202 1.2DL + 1.6LL + 1.6C1 + 1.6M2
46 -93.343 1.2DL + 1.6LL + 1.6C1 + 1.6M2
Table 5.14 Maximum lateral deflection of pile output for mooring dolphin
9 0.01005 1.2DL + 1.6LL + 1.6C1 + 1.6M2
9 -0.0093 1.2DL + 1.6LL + 1.6C2 + 1.6M3
19 0.002067 1.2DL + 1.0LL + 1.0Ey + 1.0C1 + 1.0M3
15 -0.00426 1.2DL + 1.0LL + 1.0Ey + 1.0C2 + 1.0M1
118
CHAPTER 6
CONCLUSIONS AND RECOMMENDATIONS
6.1 Conclusions
From the results and discussions that have been conducted, the coal unloading port
design can be concluded as follows:
1. The coal unloading jetty

a. The coal unloading jetty of Bangka-1A Coal Fired Steam Power Plant has
an approach trestle with length of 13.6 m and width of 13.4 m, and a jetty
head with dimension of 14.5 × 65.8 m. The crown of jetty is set at
+3.00 mMSL.
b. Two unit of fix grab crane, two coal hoppers, and belt conveyor are provided
to assist the coal unloading process of 10,000 DWT coal barge in 16 hours
with an average rate of 625 ton per hour.
c. The loads which are considered in structural analysis are dead load, live
load, earthquake load, current load, berthing load, and mooring load.
2. Mooring facility
a. Two mooring dolphins are needed to minimize the length of jetty head and
cut the construction cost. The mooring dolphins are set 40 meters away from
jetty head at each side.
b. Bollards are installed at mooring dolphins and jetty head. There are five
bollards installed at jetty head with intervals of 15.8 m, 12 m, 12 m, and
15.8 m between bollards. Each bollard can resist tractive force up to 30 tons.
3. Waterway and basin
a. Based on the size of coal barge, the approach channel is designed with depth
of 6.4 m and width of 125 m.
b. The approach channel is designed for two conditions. The first condition is
when the coal barges can berth every time whether at high tide or low tide.
The second condition is when the coal barge can only berth during high tide.
119
120
c. The elevation of approach channel bottom for the first condition is

-7.7 mMSL. Dredging is required for approach channel at the first condition
seeing that the elevation of riverbed does not satisfy the design depth of
channel. The elevation of approach channel bottom for the second condition
is -5.6 mMSL and dredging is not required seeing that the riverbed has
enough elevation for the design depth of channel.
d. The approach channel for the second condition is chosen because it requires
less capital dredging and cut the construction cost spent on dredging. It will
be the best choice seeing that the coal barge only come once in three days,
so the coal barge can wait until the sea level rises.
e. The turning basin has a diameter of 151 m since the bow turning of coal
barge is assisted by tugboats. The bed elevation of port basin in is
-7.3 mMSL.
4. Fender design
SH 1000 V-fender type is used to absorb berthing energy with amount of 11
fenders. Each fender has a length of 3000 mm and the lowest end of fender is
set at the lowest low water level or elevation of -1.292 mMSL. The maximum
distance between fenders is 10 m. The reaction transmitted to the structure is
671.98 kN.
5. Pile foundation
a. Steel pipe piles are used as foundations of the structure including jetty head
and mooring dolphins with diameter of 800 mm and thickness of 25 mm.
b. Based on soil investigation data analysis, the allowable load capacity (𝑄𝑎 )
calculated by using Meyerhof (1976) method is 3,568.63 kN if piles are
driven to elevation of -31.3 mMSL. The critical axial load due to buckling
of partially embedded pile is 12,499.26 kN. Therefore, the allowable axial
load capacity (𝑄𝑎 ) is 3,568.63 kN.
c. The lateral load capacity (𝐻𝑢 ) calculated by using Broms (1964) method if
𝑀𝑚𝑎𝑥 = 𝑀𝑦 of pile is 222.468 kN, while the lateral load capacity (𝐻𝑢 ) if
the lateral deflection is limited to 20 mm by using Broms (1964) method is
324.253 kN. Therefore, the allowable lateral load capacity is 222.468 kN.
121
d. Based on structural analysis of jetty head performed by SAP2000, the

maximal axial load applied to the pile is 2,078.054 kN, the maximal lateral
load applied to the pile is 123.219 kN, and the maximum lateral deflection
which occurs at the head of pile is 8.20 mm. Thus, the driven piles of jetty
head have satisfied the requirements to support the considered loads.
e. Based on structural analysis of mooring dolphin performed by SAP2000,
the maximal axial load applied to the pile is 1,410.855 kN, the maximal
lateral load applied to the pile is 99.467 kN, and the maximum lateral
deflection which occurs at the head of pile is 10.05 mm. Thus, the driven
piles of mooring dolphin have satisfied the requirements to support the
considered loads.
6.2 Recommendations
Based on the findings, the author recommends:
1. The design of reinforced concrete structure for slabs, beams, and pile caps are
considered.
2. The drag force due to current applied to the hull is considered as berthing force
to the structure.
3. Software is used as a tool for designing the pile foundations.
4. The sediment transport of the river is considered in determination of the
waterway and basin depth.
5. The erosion outside of river bend and the slope stability of river bank is
considered to design the bank protection along the river especially at the jetty
area.
6. The maintenance dredging is determined since the jetty is located near the
mouth of Baturusa River with the result that sedimentation often occurs.
122
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FINAL PROJECT

DESIGN OF COAL UNLOADING PORT

Submitted in partial fulfillment of the requirements to achieve Bachelor’s Degree

DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING

Yogyakarta, July 2018

َ ‫ُّك فَت َْر‬ َ َ‫َول‬

All my sleepless nights, physically and emotionally drained soul and

I would like to thank my collegemates Claudia Asyarafi, Prafidya

I am heartily grateful to my dearest besties Stefanus Budiono Tedjo

I am also grateful to my high school mates Bernadeth Granda Deceria

Many people have contributed either directly or indirectly to the author. I

Yogyakarta, July 2018

HEAD PAGE ............................................................................................................. i

CHAPTER 1 INTRODUCTION ............................................................................... 1

CHAPTER 2 LITERATURE REVIEW ..................................................................... 5

CHAPTER 4 DESIGN CRITERIA ......................................................................... 66

CHAPTER 5 RESULT AND DISCUSSION............................................................ 88

CHAPTER 6 CONCLUSIONS AND RECOMMENDATIONS .............................. 119

Table 3.1 Tidal constituents .................................................................................. 18

Figure 2.1 Types of docks ....................................................................................... 6

Keywords: jetty, mooring dolphin, fender, pile foundation

Kata Kunci: jetty, mooring dolphin, fender, fondasi tiang

1.2 Problem Statements

1. What is the design of coal unloading port to accommodate 10,000 DWT

1.3 Design Objectives

1. Designing a coal unloading jetty. The design includes:

1.4 Design Scopes

1. Secondary data are used for designing the structure.

1.5 Design Benefits

1. Obtaining the most feasible design of coal unloading port.

Ports come in a variety of types depending on points of view including operation

Cargo handling at ports is conducted at shipping terminals which the handling

a. 20-footer container has a size of 8 x 8 x 20 ft3

Figure 2.1 Types of docks

(finger-shaped). As contrasted to a wharf, which can be used for docking on one

The construction of wharves and piers is classified as docks of closed or solid

2.1.2 Dock fenders

Rubber fenders are divided into two types as follows:

1. Tying up of vessels when berthing to forestall free movement of the ship on

Figure 2.2 Method of tying up ship to dock

Figure 2.3 Mooring buoys for turning the vessels

Figure 2.4 Breasting dolphins and mooring dolphins

2.1.4 Approach Channels

Figure 2.5 Channel and fairway definition

2.1.5 Turning Basins

Figure 2.6 Approach channel with turning basin

2.2 Bulk Cargo Shipping Terminals

2.2.1 Storage facilities

2.2.2 Material handling equipment

2.3 Coal Fired Steam Power Plant

Figure 2.7 Coal fired steam power plant

Figure 2.8 System boundary of the electricity coal supply chain

3.1 Jetty Design

3.1.1 Astronomical tides

Figure 3.1 shows the tidal types.

Table 3.1 Tidal constituents

Figure 3.1 Tidal types

The amplitude of tidal constituent shall be determined in accordance with Equation

The phase of tidal constituent shall be determined in accordance with Equation

1. Highest Astronomical Tide (HAT)

The amplitude of all representative types of water level can be determined in

b. Highest High Water Level