Belde port area is situated on the northeastern coast of The Marmara Sea. Design waves at Belde have been calculated from the wind record. Quay structure will be constructed with Concrete Caisson in Belde container port.
Belde port area is situated on the northeastern coast of The Marmara Sea. Design waves at Belde have been calculated from the wind record. Quay structure will be constructed with Concrete Caisson in Belde container port.
Belde port area is situated on the northeastern coast of The Marmara Sea. Design waves at Belde have been calculated from the wind record. Quay structure will be constructed with Concrete Caisson in Belde container port.
Proceedings of the Eleventh (2001) International Offshore and Polar Engineering Conference
Stavanger, Norway, June 17-22, 2001
Copyright 2001 by The International Society of Offshore and Polar Engineers I SBN 1-880653-51-6 (Set); ISBN 1-880653-54-0(I/o1.111); ISSN 1098-6189-(Se0 The Quay Construction with Concrete Caisson in Belde Container Port in Turkey R. Baki s and M. Bilgin Ana dol u Uni ver s i t y Eski sehi r , Tur ke y ABSTRACT Belde port area is situated on the northeastern coast of the Marmara Sea, approximately 45 km east of Istanbul-Turkey. Belde port site is near to the industrial area around the Gebze in the district of Dilovasl, which is a town of | zmit. The Marmara Sea is almost completely enclosed, opening onl y to the Black Sea through the Bosphorus and to the Agean Sea through the Dardanelles. The Bel de port overall of the site is approximately 53 hectares (ha) including land reclaimed from the sea. There are a number of existing relatively small j et t i es along the coastline adjacent to Belde. All of these j et t i es are unprotected and berthing for relatively small vessels. Design waves at Bel de have been calculated from the wind record since there is no direct record of the wave climate at the port area. The calculation, which is the method gi ven in the Uni t ed States Corps of the Engineers, Shore Protection Manual, uses the open sea fetch and the hourly wind speed to predict the wave height and period. The quay structure will be constructed with concrete caisson in Belde container port. Casting and transporting of concrete caisson to the site and strength and bearing capacity of foundation soil have been discussed. In this paper, transverse stability, factor of safety for sliding and overturning, pressure under the foundation has been investigated. Briefly, the overall stability of the caissons has been studied as a part of the global slope stability analysis. KEY WORDS: Caisson, Port, Quay Construction, Transverse Stability, Stability of Caisson I NTRODUCTI ON Belde port area is situated on the northeastern coast of the Marmara Sea, approximately 45 km east of Istanbul, Turkey. It has bee seen in Figure 1. Belde container and Ro-Ro terminal, which is called Belde port, will have a western container terminal to be devel oped in four stages with an unobstructed linear berthing wall approximately 1000 m long and 16 m deep which will be constructed with concrete caissons. Bel de port site is near to the industrial zone around the Gebze in the district of DilovasL The Belde port overall of the site is approximately 53 ha including land reclaimed from the sea. The main railway line runs from Istanbul to Ankara through the port site and good advantages to the port for the better access to the site. BLACM SEA ~ , ~ ~.G'~ ~ ~tl T URK EY z 27 28 29 30 31 t , , / 1 ~ , u . J ~ l zmi t l , 27 28 29 30 31 Figure 1. Belde port and site location The possibility of provi di ng an interchange for the port with Istanbul- Ankara state hi ghway road is j ust north of the site. There are also plans to build a new road link across the gul f of | zmi t and a corridor has been reserved for the new road up to the site boundary. New road would be ext remel y beneficial to the Bel de port. Port area that is hi l l y is dominated by a valley along the centre of the port site. The Marmara Sea is almost compl et el y enclosed, opening onl y to the Black Sea through the Bosphorus and to the Agean Sea through the Dardanelles, both of them are narrow straits. The approach of the port from the sea is clear of obstruction. There are a number of existing relatively small jetties along the coastline adjacent to Belde. All of these jetties unprotected and berthing for relatively small sea vessels. 532 Design waves for the Belde quay walls have been calculated from the wind records because there is no direct record of the wave climate at the port area. The calculation, which is the method given in the United States Corps of the Engineer, Shore Protection Manual, uses the open sea fetch and the hourly wind speed to predict the wave high and period. Design waves predicted previously (Gianbak, 1999) has been used in the design of the concrete caisson quay wall Significant wave height (Design wave) Hs=3. I 0 m Return period 50 years Wave period, T=7 second The maximum wave height Hmax=5 m Berth availability calculation provided by prof. G0nbak gives that there will be only 20 h/year, when the wave height at the berth will be exceed 0.50 m. For this reason no required additional protection for the berth area and breakwater should be not considered. There are no significant currents in the Marmara Sea and Belde coast. The land geotechnical conditions consist mostly of weathered and fractured limestone, claystone, and marl. A marine geotechnical investigation has been carried out for the design of the concrete caisson, quay wall. The marine boreholes indicate a variable thickness of the surface materials overlying limestone bedrock. Surface materials consist of medium dense gravelly sand overlying a layer of firm to stiff silty clay overlying dense and very dense sandy gravel. The thickness of these deposits varies 11-25 m. These deposits under the caisson loads will be settled around 8-16 crn, depending on thickness of layers. Foundation of caisson is constructed by filling with selected granular material and top of embankment levelling is arranged by 2" crushed stone. Expected total settlement of caisson maximum 45 cm and minimum 15 cm depends on thickness of embankment and Natural Sea bad. Typical quay section is shown in Figure 2 (Muyesser, 1999). SIABILI~ED FILL - " f ! ii .i F, ~ 2 / :'~ , ,;i ti i ii Figure 2. Typi cal quay sect i on The bearing capacity of the foundation to the caisson, assuming a friction angle of 30 for the foundation materials, the resulting allowable bearing capacity for the foundation can be shown greater than 35 tm ~ (To~rol, 1999). The structures in Belde port have been designed for peak ground acceleration (PGA) of 0.4g (g refers to acceleration due to gravity). This complies with the current of Turkish earthquake-design code. Probably the main seismic hazard at Belde port site wilt be risk of sliding and/or slip circle failure of the caissons. Although the north Anatolian fault does not appear to pass through the site, there is a risk of near field effects if the epicentre is located close to the side. Another uncertain risk is that of tsunamis caused by under sea landslides. CAISSON GEOMETRY, DESIGN LOADS AND DESIGN CALCULATIONS The Caisson geometry is shown in Figure 3a, 3b, 3c and 3d (Muyesser, 1999). The design and calculations have been carried out on the caissons using relevant Turkish codes and standards and other international codes and standards. It has not been possible to find one international standard to cover all design principles. Figure 3 a. The Plan of the caisson' s wall as a caisson geometry - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . t I'V.~.,~ . . . . . . . . . . L . . . . . . . . . . . . . I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i : i ' i Figure 3 b. Foundation of the caisson 533 ,: 3; (& ; , 50 3~ L I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - f - i Fi gur e 3 c. Sections A- A o f the caisson 2 0 0 = o j 1 2 6 O O 1 1 2 0 0 . . . . . . . 12r~O t ! 0 1 Section C-C Fi gur e 3 d. Section B- B and C-C of the caisson t - i i i i ..! L~ Section B-B Design loads Dead l oad Superimposed load Significant on fill behind caisson (surcharge load) Crane load Bollard pull Fender load Earth pressures (inc. surcharge) Hydrostatic pressure / Desi gn wave Seismic load Design Calculations Design calculations of caisson have been carried out normal working conditions and seismic conditions, taking the consideration of combination of loads. Structural strength of caisson and reinforcement were calculated satisfactory for the all conditions. Stability of caissons, 1- Factor of safety (SF=FOS) for sliding and overturning under the worst seismic condition were found, SF of sliding : 1.090 SF of overturning : 1.836 (Muyesser, 1999) 2- in this case, pressure under the base of caisson were found 534 The pressure under toe 592.10 kNm -2 The pressure under heal - 158.10 kNm -2 3- Overall stability of the caisson have been investigated with Bishop slope stability analysis which can be seen i n Fi gure 4 (Muyesser, 1999). 0 F0 5= 1 . ~ 6 - N 5 =1 . 2 2 e " ~ ~ . ~ / ~ . ,I . . o " ..:.~...z,..:. . . . . . , / t , d Fi gur e 4. Overall stability of the caisson Factor of safety (SF) for slope stability under the worst seismic condition was found for SF of slope stability as 1. 22. Design calculation can be reviewed by usi ng Eurocode 8, which gives more precise recommendations. Under these considerations SF values come to be low (Particularly i n seismic condition) and i mprovement of stability is considered by increasing the bench width (Embankment width) i n front of the caisson and the flattening the slope (High Poi nt Rendel, 2000). Transverse stability; The equation (1) and (2) can control the transverse stability of the caisson. GM = BM - BG ( l ) GM = I/V - BG (2) V'[here M: The transverse metacentre B : The centre of buoyancy G : The centre of gravity I : The moment of inertia of the waterline V : Volume of displacement = t r < Fi g ur e 5. Stage 1 Transverse stability of the caisson GM values should be (+) for the transverse stability of the caisson under transport condi t i on (Baxter, 1967; Muyesser, 1999). Transportation conditions are shown i n Figure 5 and Figure 6 respectively. Initial transportation of the caisson from l and to the port can be shown i n Figure 5 which is called stage 1 and the second transportation of the caisson on the open sea can be shown i n Figure 6 is called stage 2. - f - I "V K Fi g ur e 6. Stage 2 Transverse stability of the caisson 535 CONCLUSION The Belde container port is located in a good location in respect of land and sea access and a breakwater is unnecessary. The site can be developed by the land availability. The disadvantage of the land is very near to the north Anatolian fault and expected high earthquake hazard risk. The structures have been designed for a peak ground acceleration of (0.4g) in accordance with the Turkish standard however design calculation can be reviewed by considering Eurocode 8 and can be taken necessary action for improvement of construction. ACKNOWLEDGEMENTS The authors are greatly indebted to Prof. Dr. A.Rlza Gtinbak, STFA Company, istanbul-Turkey; Prof. Dr. E. Togrol, iTU., istanbul-Turkey; M.Sc. Civil Eng. O. Muyesser, STFA Company, istanbul-Turkey; M.Sc. Civil Eng. F. Eyg6ren, Optimum Engineering and Construction, istanbul-Turkey; E. Oleay, CEI, Consultant, istanbul-Turkey and E. De~er, Owner of the Port, Istanbul-Turkey, and other assistance in preparing this paper. REFERENCES Baxter, B (1967). "Transverse Stability," Naval Architecture." Examples and Theory, Charles Griffin & Company, pp 48-125. Bilgin, M and Baklq, R (2001). "The Berthing Construction with Concrete Caisson in Belde Container Port in Turkey," The 5 th International Conference on DEEP FOUNDATION PRACTICE Incorporating Piletalk International, Proceedings Book, 4-6 April 2001, Singapore. Braun, P (1989). "Port Engineering," Harbour Planing, Breakwater' s, and Marine Terminals," Gulf Publishing Company Book Division, Volume 1-2, Fourth Edition, Houston. Gtinbak, A. R (1999). "The Wave of the Project and the Calculation of the Wave Forces on the Caisson," Report of Belde Port, STFA Marine Co., pp 1-I0, June, istanbul, Turkey. High Point Rendel Report (2000). "Belde Technical Audit to submitted the International Finance Corporation (1FC)," USA, pp 2-25. Muyesser, O; Ozel, T and Misirlioglu, S (1999). "The Calculations of The Caisson and Pile," Belde Port Management and Storing Co., The Sea Construction and Construction-Industrial and Commercial Co., STFA Marine Co., pp 1-68, June, istanbul, Turkey. To~rol, E (1999). "The Belde Port Facilities of Dilovasl, Geotechnical Report about the Foundation of the Caisson," Geotechnical Report of the Belde Port Area, pp 1-4, istanbul Technical University, istanbul, Turkey. To~rol, E (1970). "Pile Foundations," Matbaa Teknisyenleri Baslmevi, istanbul, Turkey. 536
(Geological Society of America Special Papers Volume 467) Georg Petersen G. - Mining and Metallurgy in Ancient Perú (GSA Special Paper 467) (2010, Geological Society of America) PDF