Functional planning of vizhinjam port and design of transit
87
1 FUNCTIONAL PLANNING OF VIZHINJAM PORT AND DESIGN OF TRANSIT SHED A PROJECT REPORT Submitted by SANDHYA RAVINDRAN SANI P G SHAHEER VALIYATT VINAYA K G VIPIN REHMAN In partial fulfillment of the requirement for degree Of BACHELOR OF TECHNOLOGY IN CIVIL ENGINEERING Guided by Smt. V.SUDHA DEPARTMENT OF CIVIL ENGINEERING N.S.S. COLLEGE OF ENGINEERING PALAKKAD 678008 DECEMBER 2009
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Transcript of Functional planning of vizhinjam port and design of transit
1
FUNCTIONAL PLANNING OF VIZHINJAM PORT AND
DESIGN OF TRANSIT SHED
A PROJECT REPORT
Submitted by
SANDHYA RAVINDRAN
SANI P G
SHAHEER VALIYATT
VINAYA K G
VIPIN REHMAN
In partial fulfillment of the requirement for degree
Of
BACHELOR OF TECHNOLOGY IN CIVIL ENGINEERING
Guided by
Smt. V.SUDHA
DEPARTMENT OF CIVIL ENGINEERING
N.S.S. COLLEGE OF ENGINEERING
PALAKKAD 678008
DECEMBER 2009
2
TABLE OF CONTENTS
Title page no.
Abstract.........................................................................................................................i
List of figures.............................................................................................................. .ii
List of tables.................................................................................................................ii
Acknowledgement.......................................................................................................iii
Introduction
Scope and objective
Literature review
Study visit to cochin port
Vizhinjam port details
Container vessel details
Traffic volume assessment
Turning basin
Berths
Port buildings
Design of transit shed
1. design of roof truss
2. design of girder
3. design of columns
4. design of bracket
5. design of column cap
6. design of petroleum tank
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ABSTRACT
A port is a sheltered harbour where marine terminal facilities are provided, consisting of
piers or wharfs at which ships berth while loading and unloading cargo, transit sheds and
other storage areas where ships may discharge incoming cargo and warehouses where
goods may be stored for longer periods while waiting distribution or sailing. With the
exponential increase in the trans-continental trade ,the ports in India would soon be hard-
pressed in terms of cargo handling . Given the geographical location, natural deep water
environment and comparatively much lower cost of approach channel maintenance,
Vizhinjam which is located on the west coast of India can be developed as a mega
container trans-shipment terminal. The port is close to international ship route and will be
handling around 20.1 MTEU’s of containerized and 5500 TEUs of non-containerized
cargo by the end of 2050.
To harmonize the faster ship-shore flow with the slower shore –inland movement ,the
provision of buffer zones known as ‘Transit Sheds’ is inevitable in Ports. The design of
the same has also been dealt with in this project.
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ACKNOWLEDGEMENT
We are grateful to our project guide Smt.V.Sudha for the keen interest and constant
encouragement given in the development of the Project. We extend our gratitude to
Dr.P.L Vijayakumari and the Head of the Civil Department Prof C .K Subramania
Prasad.
We are also indebted to the Cochin Port officials who helped us in perceiving the idea of
a port.
Above all,we thank the Almighty for his grace,without which our endeavour would not
have been a success.
Project Team
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C E R T I F I C A T E
Certified that this is the bonafide report of the main project entitled “FUNCTIONAL
PLANNING OF VIZHINJAM PORT AND DESIGN O TRANSIT SHED” done by
the project team in partial fulfillment of the requirements for the award of the Degree
of Bachelor of Technology in Civil Engineering under the University of Calicut
Guide Staff-in-charge Head of the
department
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1. INTRODUCTION
A port is a sheltered harbor where marine terminal facilities are provided, consisting of
piers or wharfs at which ships berth while loading and unloading cargo, transit sheds and
other storage areas where ships may discharge incoming cargo and warehouses where
goods may be stored for longer periods while waiting distribution or sailing.
Seaports can be found in natural and artificial harbors along many coastlines in the world,
and they have a variety of fixtures including cranes to help ships handle cargo, and docks
for ships to attach to. Seaports are of economic and strategic importance to the nations
which hold them, because they can be used for everything from shipping out a nation's
consumer products to loading up troop ships to sail to war.
Vizhinjam, a minor port in Thiruvananthapuram district, 2 km south of the world
renowned international tourist centre, Kovalam, is an ideal location offering unlimited
scope in the development of a world class port at a very low cost. The Vizhinjam port
,once it begins to work in full swing, would become Colombo Port’s direct competitor.
The capacity of the Colombo port at present is said to be equal to the combined capacity
of all the 12 ports in India.
Storage areas called transit sheds, located alongside conventional cargo wharves is an
important aspect of port management. Transit sheds are generally one or two storey
buildings, the floor area being devoted to the handling and distribution of incoming and
outgoing cargo requiring protection and used for the storage of cargo for short durations.
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SCOPE AND OBJECTIVE
Every business venture would end at one point after reaching its saturation, if no long
term plan to expand the same venture is taken up. As in the case of the Indian ports, its
been perceived that with the exponential increase in the trans-continental trade, the ports
in India would soon reach a saturation point in terms of cargo handling and other port
activities. Posed by this threat, the Indian government has been hard pressed to sanction
the development of a port at Vizhinjam. The Port is expected to attract a large share of
the container transshipment traffic which is now being diverted to Colombo, Singapore
and Dubai. It can also ensure the much needed economic development of India as well as
open up immense job opportunities around the country. The proposed deepwater
international container transshipment terminal at Vizhinjam is expected to bring down the
total costs of movement of containers to and from foreign destinations, according to the
Container Shipment Economics Study.
Major selling points of the site at Vizhinjam:
A natural depth of 24 meters which the Indian government claims is by far the
best compared to other ports in the world - even those of New York,
Southampton, Singapore, Dubai, Colombo, Hong Kong whose depth is only 15
meters.
Vizhinjam has more advantages compared to the Colombo port, and if developed
can harbour even Panamax class and futuristic vessels.
Satisfies the physical and hydrographical parameters of modern seaports.
Vizhinjam is an all - weather port with a capacity of around 25MTEUs
Marketed as a Green-field project, away from urban/city limits.
The international shipping line is just 10 nautical mile off its coast.
Efficient design and management of transit sheds will provide a smooth flow of
cargo out of the port, assure a faster turn-around time for ships and prevent
congestion.
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Need for proper management of transit sheds:
Availability of more temporary storage
Higher berth availability
Sufficient storage space
Ease of operation
Cargo transfer facility
Safety of workers
SCOPE
To enhance the economic credibility of the country by providing a world class
transshipment hub to cater to the exponentially increasing container trade
OBJECTIVE
Allow safe movement of vessels
Provide safe cargo handling facilities
Adequate storage areas
Design of transit sheds to withstand wind and other major forces
WORK CARRIED OUT
Visit to cochin port
Design of approach channel and turning basin
Traffic volume analysis
Determination of number and length of berths
Planning of port buildings
Planning and design of transit shed
Types of equipments used in the port
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VISIT TO THE COCHIN PORT
In order to gain a basic idea as to how a sea port would function ,we, a team of
5,conducted a visit to the Cochin Port Trust located in the district of Ernakulam. The
Cochin Port Trust is a body of the Government of India that manages the port of Kochi. It
operates from the Willingdon Island.
After being granted the permission to enter the port, we were guided by one of the Port
officials there who took us around and gave us a detailed idea about the various
operations in a port. We were also granted access to the Ernakulam wharf from where we
could see the cargo transfer operations ,gantry operations, transit sheds and the like.
The visit to the Port was indeed very fruitful . It helped us in perceiving the concept of a
port and also gave us a head start in development of the project.
THE FACILITIES ENVISAGED INCLUDE:
A total of 19 berths including:
o Container Terminals
o General Cargo
Full Fledged Bunkering facilities: The proximity of the location to the International
Shipping route would make it attractive for mother vessels to refuel in this hub.
Other related infrastructure facilities like:
Container Stackyard: Efficient port planning to ensure adequate stackyard
capacity behind every berth.
o Container Freight Stations
o Floating Crafts: Optimum number of tugs, pilot boats and launches
dependent upon the estimated number of ships calling at the port
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o Port Buildings: Includes construction of Administrative Office, Canteen,
Gate Complex, Workshops, guest houses etc. for administrative and
operational functions.
o Communication systems: Usage of modern telecommunication systems
using fibre optic cables.Electronic Data Interchange (EDI) system to
facilitate container data, stacking status, container history, container
schedule, monthly vessel schedule, container receival & delivery enquiries
o Parking facilities
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Chapter 3 HARBOR PLANNING AND CONSTRUCTION
3.1 Introduction
A harbor is a water area partially enclosed and so protected from storms as
to provide safe and suitable accommodation for vessels seeking refuge, supplies,
refueling, repairs or the transfer or cargo.
Harbors may be classified (1) as natural, semi natural, or artificial, and (2) as
harbors of refuge, military harbors, or commercial harbors. Commercial harbors may be
either (a) municipal or (b) privately owned. A natural harbor is an inlet or water area
protected from the storms and waves by the natural configuration of the land. Its
entrance is so formed and located as to facilitate navigation while ensuring
comparative quiet within the harbor. Well-known natural harbors are New York, San
Francisco, and Rio de Janeiro.
A semi natural harbor may be an inlet or a river sheltered on two sides by
headlands and requiring artificial protection only at the entrance.
An artificial harbor is one which is protected from the effect of waves by
means of breakwaters or one which may be created by dredging. Buffalo, New
York; Matarani, Peru, Hamburg, Germany; and Le Havre, France are examples of
artificial harbors.
A harbor of refuge may be used solely as a haven for ships in a storm or it
may be part of a commercial harbor. Sometimes an outer harbor is constructed which
serves as an anchorage, while the basin within the inner breakwater constitutes a
commercial harbor.
Well known harbors of refuge are the one at Sandy Bay, near Cape Ann, on
the coast of Massachusetts and that at the mouth of Delaware Bay.
A military harbor or naval base on exists for the purpose of accommodating
naval vessels and serving as a supply depot Guantanamo, Cuba, Hampton Roads,
Virginia, and Pearl Harbor Hawaii .A commercial harbor is one which docks are
provided with the necessary facilities for loading and discharging cargo. Dry docks
are sometimes provided. Many commercial harbors are privately owned and operated
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by companies representing the steal , aluminum , copper , oil , coal , timber ,
fertilizer , sugar , fruit , chemical and other industries.
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 ship may discharge incoming cargo , and
warehouses where goods may be stored for longer period while awaiting distribution
or sailing.Thus the terminal must be served by railroad , highway , or inland water
way connections , and in this respects the area of influence of the port reaches out for
a considerable distance beyond the harbor. The tributary area of a port consists of
that portion of the adjacent area for which freight transportation costs are lower that
they are to competing ports.
A port of entry is a designated location where foreign goods and foreign
citizens may be cleared through the custom house. Ocean ports are usually located in
natural harbors in bays, tidal estuaries, and river mouths or they may be formed on au
unprotected shore line by the construction of the breakwaters.
Some ocean ports , even though located in natural or semi natural harbors
require extensive protective work to reduce the heights and currents alongside the
docks to a point where they will not endanger the vessels at its mooring on interfere
with transfer of cargo.
Inland water way ports are found on navigable rivers, canals and lakes. They
are generally served by river or lake boats and barges, which may also transship
woods to and from ocean ports.
A free port or zone is an isolated, enclosed, and policed area in or adjacent to
a port of entry, without a resident population. Furnished with the necessary facilities
for loading and unloading , for supplying fuel and ship’s stores , for storing goods
and reshipping them by land and water , it is an area within which goods may be
landed , stored , mixed , blended , repacked , manufactured and reshipped without
payment of duties and without the intervention of customs officials .The most
important free port in Europe is Hamburg which was originated about 1883 and has
grown ever since.
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A marine terminal is that part of a port or harbor which provides docking,
cargo handling and storage facilities. When only passengers embark and disembark
along with their baggage and miscellaneous small cargo generally from ships devoted
mainly to the carrying of passengers, it is called a passenger terminal. When the
traffic is mainly carried by freighters, although many of these ships may carry also a
few passengers, the terminal is commonly referred to a freight or cargo terminal. In
many cases it will be known as a bulk cargo terminal, where such products as
petroleum, cement and grains are stored and handled.
An offshore mooring is provided usually where it is not feasible or
economical to construct a dock or provide a protected harbor. Such a anchorage wil l
consists of a number of anchorage units, each consisting of one or more anchors,
chains, sinkers, and buoys to which the ship will attach the mooring lines.
To define certain limits for channels and harbors the following terms have
become well established. A bulkhead line is the farthest line off shore to which a fill
or solid structure may be constructed. Open pier construction may extend outward
form a bulkhead line to the pier headline, beyond which no construction of any kind
is allowed, except by special permit. This line is established to prevent piers from
being constructed to far out in to the water , since such construction might cause
interference with navigation . The pier headlines may or may not coincide with
channel lines which define the limits of the navigable channels that are dredged and
maintained at established depths by federal government. These depths are usually
referred to low water. Open water of navigable depth is called a fair way.
PLANNING A PORT
The decision to build a port, and its location generally will be determined
factors having to do with (1) Its need and economic justification
(2) Prospective volume of seaborne commerce and (3) Availability of inland
communications by land and water.
1. The need for a port may arise in a number of ways:
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a. A naval base or a military terminal may be needed to supply inland army or air
bases such as the recently constructed port of Rota, Spain.
b. A sea port may be needed to serve a nearby inland city which has grown to the
extend of requiring an outlet for its foreign commerce served by an excellent
highway to the port.
c. The need for a privately owned commercial port will arise when it is required as a
shipping terminal for the commodity or product which is been developed and for its
shipping facilities are either not available not economical to use.
d. Generally the building of a municipal port requires a expenditure of a large sum of
money which in may cases will have to be raised by bond issues or borrowing from
banks, unless it is Government subsidized. There for, the project to be economically
feasible will have to show an income above its operating costs, sufficient to cover the
fixed charges.
2. Before embarking upon the construction of a municipal port , extensive surveys
and studies will have to be made to determine the initial and future commerce
anticipated by the tributary area where freight rates will be less than to competing
ports. Privately owned commercial ports, on the other hand generally have their
tonnages fairly well established over the life of the project and port can be designed
to meet these requirements.
3. The availability of the inland communications has an important bearing on the
location of the port. Unless tributary area is served with good highways , railroads ,
water ways leading inland cities , or the terrain and conditions are favorable for the
development or enlargement of these arteries of communication , a port will not
flourish.
If the port is to be located in some part of the country or world where none of
the above information is available, it will be necessary to make a preliminary site
reconnaissance. For the preliminary survey , aerial contour mapping may be a quick
and convenient way of obtaining topography. Aerial photographs will be use ful ,
especially in examining the coasts and adjacent shore for suitable locations of the
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port.Soundings can be taken quite quickly with a fathometer giving a general picture
of the depth of the water , even though they may not be accurately located and
referenced to fixed monuments and base lines. The depth and presence of rocks , as
well as the depth of over-burden can be determined , as described in soil
investigation.
With the general requirement of the port having been established and
preliminary site information obtained , the next step will be to make preliminary
studies of harbor and port layouts supplemented with approximated cost and
estimates. This preliminary planning will be include the following:
Determine Best Location of Harbor. Unless the site is fixed by specific
requirements of the port , several locations of the harbor will have to be studied , to
determine the most protected location involving the least amount of dredging and
with the most favorable bottom conditions as well as a shore area suitable for the
development of the terminal facilities.
It may be impossible to fulfill all of the above conditions , as one or more
may predominate to the exclusion of the others. For instance , the shore terrain , both
as to condition of ground and elevation or because of the location of a river may
make it mandatory to locate the harbor at specific location. Also , existing
communication facilities or their future construction may control the location, as it
may be impossible because of impassable terrain to bring in rail road or highway
connection at point where the water conditions may be most favorable for the
location of the harbor.
If the harbor or channel requires dredging, and the material is sand, it may be
spoiled in the port area to make land at little additional cost.
The depth of water, other things being equal, will be a major factor in the
location of the port. A deep water bay is, of course, ideal, but where the port must be
located along the exposed coast, a study of the hydrographic charts will generally
indicates the areas where the water is deep close to shore and other areas where the
required would not be reached for several thousand feet offshore. The latter might
required a prohibitive amount of dredging.
16
Bottom conditions are of utmost importance. The underwater excavation of
rock is very expensive and this should be avoided if all possible , except in special
cases where it may be combined with the construction of the dock.
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VIZHINJAM PORT
Vizhinjam port is located on the south west coast of India at latitude 80021’N and
longitude 7700’E .The port is a semi artificial port with breakwaters of length 6.5km and
1.5km.the port being closed to the international ship route, ships passing through Suez
canal is expected to berth in Vizhinjam. (The international shipping line is just 1 nautical
mile off from Vizhinjam).
The Natural water depth available in Vizhinjam is 23m which allows it to handle large
vessels .the port can accommodate 3lakh tons per year with little or no dredging. 5 to 6m
dredging may be required in the case of 5.64lakh ton per year.
The port will be handling 4.1MTEUs of containerized goods by the end of 2033 and
around 20.1MTEUs of containerized goods in the year 2050. (Containerized goods are
generally counted in terms of TEU i.e. 20 equivalent units which means the size of the
container are of 20 feet length. The standard containers available are of length 20feet, 40
feet and 60 feet.)
NH 47 and National railway network is in a close proximity to the proposed port site
which gives an additional advantage of hinterland facilities.
Geotechnical survey results
It is observed from the general topography of the project area that at the most of the
locations rock is exposed and protrudes into the sea along the entire seashore expect at
few locations where beaches are formed. The bed surface consists of relatively loose sand
to dense sand. The purpose of marine boreholes was to assess the bearing capacity and
the existence of soil and rock dredge ability
Land boreholes
The subsurface stratification at shore generally consists of medium to dense sand varying
from 1m on northern side to 7.8m near the southern side, followed by weathered /hard
granite rock. The rock exposed to the beach is metamorphosed granite. Lateritic deposits
are seen at higher elevations away from the beach.
Marine boreholes
The subsurface stratification in offshore region generally consists of loose to dense sand
of varying thickness, followed by either weathered rock or hard rock.
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Seabed, Oceanographic and Topographic Surveys
Preliminary surveys for the selected site was carried out by national institute of ocean
technology (NIOT), Chennai
The bathymetry shows availability of 15m contour at around 850 , near the fishing
harbour to around 50m at the rocky promontory at the southern end. 20 m contour is
almost parallel to the 15m contour and at a distance of about 450m from the 15m contour
Side scan sonar image confirms the presence of hard rock or compact formations in the
arch also the shallow geology determined by the sub bottom profiler shows that the soft
layer thickness varies from 1.5m to 5m within 15m contour and varies 5m to 8m from 15
to 26m contour
The current velocity is <1m/s and tide levels less are <1m both are with in the acceptable
range for a normal development of port.
TRAFFIC FORECAST
The traffic forecast is done based on
Data collection pertaining to traffic assessment and its review
Review of current ports and maritime traffic in the region
Conducting interviews and questionnaire survey covering liners , feeder lines and port
users
Assessment of future regional traffic market by commodity type
Assessment of handling capacities of competing ports
Review of current and future competitive advantages
YEAR Hinterland (MTEUs) Transshipment (MTEUs) Total
container
traffic
19
Primary
hinterland
container
Secondary
hinterland
Feeder vessel Maintain
vessel
(MTEUs)
2007 0.01 0.06 0.19 0.26 0.45
2012 0.02 0.15 0.45 0.62 1.07
2017 0.02 0.25 0.74 1.01 1.75
2022 0.03 0.37 1.10 1..5 2.6
2027 0.04 0.46 1.38 1.8 3.26
2032 0.05 0.56 1.67 2.28 3.95
2033 0.06 0.58 1.73 3.37 4.1
2050 3.05 5.15 6.2 6.7 20.1
Non-containerized cargo
Cargo Quantity (TEUs)
Scrap steel 1023
Coal 388
Petroleum 2088
20
Fertilizers 2278
Total 5777
4. CONTAINER VESSEL DETAILS
Approximate Maximum Container Vessel Size for Planning Of Port Facilities At Vizhinjam
Typical Vessel Dimensions
CONTAINER
VESSELS(TEU)
LOA(m) BEAM(m) DRAFT(m)
Short term
<5 yrs 8000
325 46 14.5
Medium Term
5-10 yrs 10,000
345 50 15
Long term (Design
vessel)
>10 yrs 14,000
365 60 17
Short term
<5 yrs 1000
160 25 9
Medium Term
5-10 yrs 1500
175 27 10.5
Long term
>10 yrs 2000
188 30 10.5
21
5. APPROACH CHANNEL
Safe navigation, ease of ship operation, topography, weather and marine phenomenon shall
be taken into consideration for the planning of the fair/water way. The channel should be
located in areas of maximum natural depth to reduce cost of initial and maintenance
dredging.
The design vessel is selected based on economic considerations. Assuming largest size
vessel of beam 60 m and length 365m
Width of the waterway
As per IS 4651,the bottom width of the channel for two lane container traffic should be
between 5.1 and 8 B , ‘B’ being the beam of the largest ship that the port is going to cater to.
Approach channel width is taken to be 7 B= 7 *60= 420m
Maneouvring lane =2B= 120m
Bank clearance= B = 60m
Passing clearance=60m
Depth of the waterway
Passing clearance
Bank
Clearance
B
B
B
Maneouvering
lane
22
The depth of the waterway should be determined by the fully loaded draft of the design
vessel at chart datum(for low water spring) to which is added the under keel clearance. Due
consideration is to be given to the type of soil in the waterway and the bain while considering
the under keel clearance.
The loaded draft of the vessel = 17m
Under keel clearance for soft clayey soil=0.7 m
Depth required =17.7m
Depth available(without any dredging)=24m
Waterway maintenance
The waterway should be maintained properly for the efficient use of the harbour and the safe
navigation of the ships. The rate of littoral drift caused by the waves and currents and the
sediment transport caused by the river flow should be dealt with.
6.BASIN
A basin shall provide a calm,sufficiently wide water area and a depth to allow safe
anchorage, mooring between bouys and smooth ship maneuvering.
Area of the basin-Ship maneuvering
For a swinging mooring, the area of the basin for turning the bow of the ship shall exceed the
area of the circle with a radius 1.5 times the length of the ship.
L=365m
Therefore radius of the turning basin=1.5*365=547.5m
Taken to be 550m
Area of the turning basin=9,49,850 m2
550
m
23
Swinging
Mooring
Depth of the turning basin
The depth of the mooring basin should be 1.05-1.15 times the full loaded draft of the design
ship below the chart datum level.
Considering the extent of oscillatory motion of the ship due to the natural conditions such as
wind,waves and tidal currents.
– The depth is relative to the top of the undulating surface
– 0.05 is the keel clearance in the inner basin
– 0.15 is the keel clearance in the outer basin
Inner basin depth=(1.1*17)+0.05=18.7+0.05=18.75m
Outer basin depth=(1.1*17)+0.15=18.7+0.15=18.85m
Depth available in both the regions=24m;
Calmness of the basin
A basin should secure calm water for smooth maneouvering of the ships and port operations.
6. BERTHS
Considering future traffic to be 20.1MTEU
Per day traffic=20.1X106/365 =55068 TEU
6.1 Four main line vessels
1. 1 long term 12000 TEU (365m)
2. 2 medium term 10000 TEU (345m)
3. 1 short term 8000 TEU (325m)
6.2 Nine feeder line vessels
1. 5 long-term of 2000 TEU ( 188m)
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2. 2 medium term of 1500 TEU ( 175m)
3. 2 shot term vessels of 1000 TEU (160 m)
Length of the berth
Based on the length of the ship;
For individual berths, length of the berth= LAO+10% or LAO+10m;
For continuous berthing of ships, the ships should be anchored at a distance greater than or
equal to d= (L1+L2)/20;
L1 and L2 being the lengths of the ships placed.
The berth lengths were calculated based on the arrangement of the ships which further
depends on the topography of the site.
An edge distance of 27m was provided.
If ‘d’ is the distance between two vessels d is given by:
d>= (L1+L2)/20
So we get d1= 36m
d2 =35m
and d3= 34m
365
50 50
345 345
27 27
25
Since the transit sheds are to be provided along the same alignment, the distance between
the berths can be increased to 50m in order to compensate for the additional space
required for the movement of cargo handling vehicles.
Therefore total length of the 1st berth= 27*2 + 365 + 345X2 + 2*50= 1209m;
Similarly,length of the second berth = 25+50+188=283m;
Berth Width
The width of the apron should be determined based on the
a)use of wharf
b)area of transit shed
c)handling equipment
There should be a minimum distance of 30m from the edge of the apron to the transit shed.
This is for the movement of cargo and cargo transferring equipments.
The apron is provided with a slope of 0.8% to facilitate the draining of excess rainwater.
For a berth located in a tidal range of less than 3m and a water depth greater than 4.5 ,a berth
elevation of 1m was provided.
PORT BUILDINGS
Transit sheds
Transit sheds are generally one or two storied buildings , the floor area being devoted to
the handling and distribution of incoming and outgoing cargo requiring protection and
used for the storage of cargo for short durations.
Administration building
Administrative Building where executives, directors, officers and other staffs carry out
their daily duties and maintain a record of their daily work.
Customs building
In a port, the import and export of goods or cargo should be properly examined to avoid
smuggling.
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Police station
A police station or station house is a building which serves to accommodate police
officers and other members of staff. These buildings often contain offices and
accommodation for personnel and vehicles, along with locker rooms, temporary holding
cells and interview/interrogation rooms.
Guard houses
A guardhouse (also known as a watch house, guard building, guard booth, guard
shack,security booth, security building, or sentry building) is a building used to
house personnel and security equipment. Guardhouses have historically been dormitories
for sentries or guards, and places where sentries not posted to sentry posts wait "on call",
but are more recently manned by acontracted security company.
Stevedores
Stevedore, dockworker, docker, dock,labourer and longshoreman canhave
various waterfront-related meanings concerning loading and unloading ships, according
to place and country.
TRANSIT SHEDS
In simple words, a transit shed is a building used for receiving, storing and handling of
various types of cargo temporarily.
The operation of transit sheds situated alongside conventional cargo wharves is an important
aspect of port management,
Effective shed management will provide an efficient flow of cargo out of the port. With
regard to space management, it is imperative that space be utilized effectively and cargo
properly and logically stacked to facilitate easy location and fast removal.
Back up areas and sheds where cargo may be moved to and stored in the event of spill over
are also to be provided. Even though this involves extra handling of cargo, it is sometimes
necessary, not only to prevent congestion but also to create more space in transit sheds,
especially when unexpected peaks or delays occur.
Sufficient mechanical handling equipments must be made available, as the efficient and
prompt handling of cargo depends o it.
27
A simple and effective system must be drawn up and procedures properly documented so as
to train and guide the staff in discharging their duties.
Since transit sheds, as opposed to open storage areas, are provided to store cargo safely
,proper security must be enforced to prevent theft and pilferage.
Security patrols, frequent spot checks, built-in check in documentation procedure and stiff
penalties for culprits are some of the measures that can be implemented.
Functions of Transit Sheds
They are normally constructed adjacent a ship’s berth. Their main functions are as follows:
A) To provide a buffer zone to harmonize the faster ship-shore flow with the slower shore-
inland movement. This buffer zone also allows import cargo to be broken down into
small consignments before being delivered by road or rail to the consigners. Similarly
export cargo can be consolidated in the transit shed before the ship arrives to ensure that
sufficient cargo is available to load the ship at a steady rate and in the proper order to
facilitate discharge at the next port of call.
B) To provide safe storage or the cargo while awaiting certain administrative formalities
such as customs clearance or the processing of ship’s documents.
C) To provide protection for the cargo against weather and also to store high value cargo
safely.
Need for transit Sheds
A) The concept of transit shed as a buffer zone is an important one. Two kinds of
activities are carried out on either side of the shed, namely loading or discharging
in one side and delivering or receiving on the other, and these activities take place
a very fast rate and often simultaneously. An efficient buffer allows both activities
to be carried out smoothly and without any hindrance.
B) There are mainly two methods of how cargo can be loaded or discharged, namely
direct and indirect handling.
C) In direct handling, the cargo is discharged directly from the vessel into the
transportation equipment, such as trucks or vice versa in the case of exports.
28
In indirect method, the discharged cargo is brought into the transit shed and
collected by the consignee later from the shed. Although direct method may be
preferred on cost grounds, in most cases it may not be operationally feasible to
use this method. Delays and cargo hold-ups often arise I connection with import
permits, allocation of foreign currency, letters of credit, custom formalities etc.
Timing and accurate co-ordination of the transport facility is important,any slip up
will increase vessel turn-around time.
Consequences of poor shed management
Transit sheds being buffer zones should not be full when a vessel discharges cargo. This
results in:
a) The slowing down of the discharging rate, leading to an increase in the vessel’s
turn-around time and reduced berth availability.
b) Necessitates the need to follow an alternative, more costly route i.e. it may have
to be transferred to a barge first and then to the transit shed when one becomes
available.
c) Additional handling of cargo may be required as cargo has to be transferred from
one shed to another in a short span.
Transit sheds should not be under-utilized either. Big empty sheds are a sign of
sub optimization of valuable shed space.
Transit sheds should be provided adjacent to a ship’s berth. Sufficient space
should be provided on both sides for road or rail tracks . If the shed is placed too
close to the wharf end, it will impede transfer process. A good average distance
of 30m from the wharf edge to the transit shed has been provided here.
7.Determination Of The Area Of Transit Sheds Based On The Material To Be Stored
29
In the calculation of transit shed size, we need to estimate the annual tonnage likely to pass
through the storage area, average transit she time, density of cargo and average stacking
height.
The average transit time is defined as the average number of days which will elapse between
the time a consignment is placed in a store and its removal from the store.
With these estimates, the required storage area is determined from holding capacity, holding
volume and stacking height required.
a)Holding capacity required=(Annual tonnage handled in the store*average transit time)/365;
b)Net holding capacity required=holding capacity required/density of cargo;
c)Gross holding volume required= 1.25* net holding volume required;
d)Average stacking area required= Gross holding volume required/average stacking height;
e) Average storage area required=1.4*average stacking height required
f) Design storage area= average storage area*(1+(reserve capacity safety factor/100));
For the net holding volume, the given volume is calculated by providing a 25% allowance.
This allowance is for broken stowage (i.e.) for the additional space needed when
consignments are taken apart and various items placed separately.
The design storage area is calculated by making a 70% allowance for space used for the
purposes such as alley ways, offices within the storage area, cargo inspection and social
amenities.
A compressed formula, developed by taking into account all the above mentioned factors is
given below:
A=(1.7/365)*(QD/dH)*(1+(P/100))
Where
A=Area of the transit shed(m2);
Q= Qty of the material (tons)
H= Average storage height(m)
Depends on the type of cargo, its packing, stowage height etc.
Larger the ht, smaller the area;
30
P=Peak factor=25%
D=average storage duration (days);
1.7- covers the extra space required because of splitting up of consignments into smaller
units and accommodates area not used for stacking(corridors, offices etc)
Petroleum 10Mtonnes
A=(1.7/365)*((10*106*1)/90.881*6))*1.25
= 22.866m2
Scrap Steel 20Mtonnes
A=(1.7/365)*((20*106*2)/(7.75*3))*(1+0.15)
= 35056.7m2
Coal 15Mtonnes
A=(1.7/365)*((1.5*106*2)/(1.5*3))*1.25
= 135303.5m2
Fertilizer
A=(1.7/365)*((5*106*2)/ )*1.25
31
DESIGN OF TRANSIT SHED
Transit shed has been designed as a steel structure
Design of roof truss
The roof truss of the transit shed has been designed as a pratt truss. A Pratt truss includes
vertical members and diagonals that slope down towards the center, the opposite of
the Howe truss.[It can be subdivided, creating Y- and K-shaped patterns. The Pratt Truss
was invented in 1844 by Thomas and Caleb Pratt. It can be used up to 20 m. so we have
selected this truss for transit shed
Roof truss is designed based on design wind pressure as specified in IS 875 part3 1987
32
Basic wind speed - VB
Basic wind speed is based on peak gust velocity averaged over a short time interval of
about 3 seconds and corresponds to mean heights above ground level in an open terrain
Design wind speed - VZ
The basic wind speed for any site shall be obtained from map given in is 456 part 3 and
shall be modified to include the following effects to get design wind velocity at any
height for chosen structure.
a) Risk level;
b) terrain roughness, height and size of structure ;
c) local topography
VZ=VBXK1XK2XK3
VZ=design wind speed
VB=basic wind speed
K1=probable design life considering 100 years –probable risk factor
K2 –height factor-category-2; class a-(15m)
K3=topography factor
Here we consider span of the roof truss as 20m and spacing of truss as 5 m so we have 4
spans if the width of the transit shed is 80m or else we have 3 truss if the width of the
transit shed is 60m.
Design wind pressure: PZ
33
The design wind pressure at any height above ground level shall be obtained by the
following relationship between wind pressure and wind velocity:
PZ=0.6 VZ2N/m2
VZ=design wind velocity in m/s
PRESSURE COEFFICIENTS----The pressure coefficients are always given for a
particular surface or part of the surface of a building .the wind load acting normal to a
surface is obtained by multiplying area of that surface or its appropriate portion by the
pressure coefficient (cp) and the design wind pressure at the height of of the surface from
the ground.
Wind load on the individual members- when calculating the wind load the load on the
individual structural elements such as roofs and walls, and individual cladding units.and
there fittings, it is essential to take account of pressure difference between opposite faces
of such elements or units. For clad structures, it is , therefore necessary to know the
internal pressure as well as external pressure, then wind load ,F, acting in the direction
normal to the individual structural element or cladding unit is:
F= (Cpe-Cpi) APz
Cpe- external pressure coefficient
Cpi – internal pressure coefficient
A- surface area of structural element or cladding unit
Pz - design wind pressure
VZ=VBXK1XK2XK3
VZ=design wind speed
VB=basic wind speed
=39m/s
K1=probable design life considering 100 years –probable risk factor
=1.06
K2 –height factor-category-2; class a-(15m)
34
=1.05
K3=topography factor
=1
=> VZ=1.06X1.05X1X39
=43.0407m/s
Basic wind pressure PZ is given by :
PZ=0.6 VZ2N/m2
=0.6 X43.072
=1.13N/m2
External pressure coefficients (Cpe) for pitched roofs of multi span buildings are given by
the table given below for roof angle 18.780:
Roof angle first span first intermediate Other
intermediate
end span
a b c d m n x Z
18.78 -0.7 -0.6 -0.4 -0.3 -0.3 -0.3 -0.3 -0.5
Internal pressure coefficients – internal air pressure in a building depends upon the
degree of permeability of cladding to the flow of air. In the case of buildings where the
claddings permit the flow of the air with openings not more than about 5 percent of the
wall area but where there are no large openings, it is necessary to consider the possibility
of the internal pressure being positive or negative. Two design conditions shall be
examined , one with internal pressure co-efficient of +0.2 and another with internal
pressure coefficient of -0.2.
35
The internal pressure coefficient is algebraically added to external pressure coefficient
and the analysis which indicates greater distress of the member shall be adopted. In most
situations a simple inspection of the sign of external pressure will at once indicate the
proper sign of internal pressure co-efficient to be taken for design.
Here -0.2 creates more uplift and hece this is taken as internal pressure coefficient.
Forces acting on each purlin is calculated below .
The purlins are placed at 1.33m spacing over the roof truss.
Therefore the area is given by A= spacing of truss X spacing of purlins
a
F=(-0.7-0.2)X5X1.33X1.13=-7kN
b
F=(-0.6-0.2)X5X1.33X1.13=-6kN
c
F=(-0.4-0.2)X5X1.33X1.13=-4.5kN
d
F=(-0.3-0.2)X5X1.33X1.13=-3.75kN
m
F=(-0.3-0.2)X5X1.33X1.13=-3.75kN
n
F=(-0.3-0.2)X5X1.33X1.13=-3.75kN
x
F=(-0.3-0.2)X5X1.33X1.13=-3.75kN
z
F=(-0.5-0.2)X5X1.33X1.13=-5.26kN
Dead loads
Wt of acc sheet = 0.13 kN/m2
Extra loads of overlaps & fixtures=0.053 kN/m2
Total dead load from sheeting=0.183 kN/m2
36
Self weight of purlins =0.3 kN/m
Total dead load=(0.183X1.33+0.3)X5
= 3kN
Live loads
As per IS 875 (part 2) 1987:
For roof membranes sheets or purlins tlive load is given as uniformly distributed load
measured in plan area is 0.75 kN/m2 less 0.02 kN/m2 for every degree increase in slope
over 10 0
Here sloping roof angle-18.780
Live load=0.75-0.02(18.78-10)
=0.75-0.02x8.77
=0.6kN/m2
Total live load on purlins = 0.6 X1.33X5
=4 kN
DESIGN OF PURLINS
Purlins are designed as continuous beam, with moments in the intermediate supports
being M= WL/10
And the moments in the end span given by
M= WL/9
And they are checked for biaxial bending.
a
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-7X5/10=-3.5kNm
Design moments
Mx=1.5kNm-3.5kNm=-2kNm
My=0.5kNm
37
Consider ismc 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (2/37.3 +0.5/0.75)X103
=120 N/m2 < 165 N/mm2
b
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-6X5/10=-3kNm
Design moments
Mx=1.5kNm-3kNm=-1.5kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (1.5/37.3 +0.5/0.75)X103
=106.88 N/m2 < 165 N/mm2
c
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-4.5X5/10=-2.75kNm
Design moments
Mx=1.5kNm-2.75kNm=-1.25kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
38
Check for biaxial bending
b= (1.25/37.3 +0.5/0.75)X103
=100.18 N/m2 < 165 N/mm2
d
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-3.75X5/10=-1.875kNm
Design moments
Mx=1.5kNm-1.875kNm=-.375kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (.375/37.3 +0.5/0.75)X103
=76 N/m2 < 165 N/mm2
m
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-3.75X5/10=-1.875kNm
Design moments
Mx=1.5kNm-1.875kNm=-.375kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (.375/37.3 +0.5/0.75)X103
=76 N/m2 < 165 N/mm2
39
n
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-3.75X5/10=-1.875kNm
Design moments
Mx=1.5kNm-1.875kNm=-.375kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (.375/37.3 +0.5/0.75)X103
=76 N/m2 < 165 N/mm2
x
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-3.75X5/10=-1.875kNm
Design moments
Mx=1.5kNm-1.875kNm=-.375kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (.375/37.3 +0.5/0.75)X103
=76 N/m2 < 165 N/mm2
z
40
Mdx=3Xcos 18.78X5/10 =1.5kNm
Mdy=3Xsin 18.78X5/10 =0.5kNm
Mwx=-5.26X5/10=-2.63kNm
Design moments
Mx=1.5kNm-2.63kNm=-1.13kNm
My=0.5kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (.375/37.3 +0.5/0.75)X103
=76 N/m2 < 165 N/mm2
DESIGN OF END PURLINS
a
Mdx=3Xcos 18.78X5/9 =1.57kNm
Mdy=3Xsin 18.78X5/9 =0.536kNm
Mwx=-7X5/9=-3.88kNm
Design moments
Mx=1.57kNm-3.88kNm=-.32kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (2/37.3 +0.5/0.75)X103
=120 N/m2 < 165 N/mm2
b
41
Mdx=3Xcos 18.78X5/9=1.57kNm
Mdy=3Xsin 18.78X5/9=0.536kNm
Mwx=-6X5/9=-3.33kNm
Design moments
Mx=1.57kNm-3.33kNm=-1.76kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (1.57/37.3 +0.536/0.75)X103
=118.65 N/m2 < 165 N/mm2
c
Mdx=3Xcos 18.78X5/9 =1.536kNm
Mdy=3Xsin 18.78X5/9 =0.536kNm
Mwx=-4.5X5/9=-2. 5kNm
Design moments
Mx=1.57kNm-2. 5kNm=-0.93kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (0.93/37.3 +0.536/0.75)X103
=96.39 N/m2 < 165 N/mm2
d
Mdx=3Xcos 18.78X5/10 =1.57kNm
Mdy=3Xsin 18.78X5/10 =0.536kNm
42
Mwx=-3.75X5/9=-2.08kNm
Design moments
Mx=1.57kNm-2.08kNm=-0.51kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (0.51/37.3 +0.536/0.75)X103
=85.13N/m2 < 165 N/mm2
m
Mdx=3Xcos 18.78X5/10 =1.57kNm
Mdy=3Xsin 18.78X5/10 =0.536kNm
Mwx=-3.75X5/9=-2.08kNm
Design moments
Mx=1.57kNm-2.08kNm=-0.51kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (0.51/37.3 +0.536/0.75)X103
=85.13N/m2 < 165 N/mm2
n
Mdx=3Xcos 18.78X5/10 =1.57kNm
Mdy=3Xsin 18.78X5/10 =0.536kNm
Mwx=-3.75X5/9=-2.08kNm
43
Design moments
Mx=1.57kNm-2.08kNm=-0.51kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (0.51/37.3 +0.536/0.75)X103
=85.13N/m2 < 165 N/mm2
x
Mdx=3Xcos 18.78X5/10 =1.57kNm
Mdy=3Xsin 18.78X5/10 =0.536kNm
Mwx=-3.75X5/9=-2.08kNm
Design moments
Mx=1.57kNm-2.08kNm=-0.51kNm
My=0.536kNm
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (0.51/37.3 +0.536/0.75)X103
=85.13N/m2 < 165 N/mm2
z
Mdx=3Xcos 18.78X5/9 =1.57kNm
Mdy=3Xsin 18.78X5/9 =0.536kNm
Mwx=-5.26X5/9=-2.92kNm
Design moments
Mx=1.57kNm-2.92kNm=-1. 35kNm
My=0.536kNm
44
Consider ISMC 100
Zx=37.3X103 mm3
Zy=7.5X103 mm3
Check for biaxial bending
b= (1.35/37.3 +0.536/0.75)X103
=107.6 N/m2 < 165 N/mm2
ROOF MEMBERS
First truss
fig: dead loads
Fig .live loads
45
Fig .wind loads
Fig .reactions for DL+LL
46
Fig .reactions for DL+WL
Fig. Axial forces in the members for DL+LL
Fig. Axial forces in the members for DL+WL
47
First intermediate
fig: dead loads
Fig .live loads
48
Fig .wind loads
Fig .reactions for DL+LL
Fig .reactions for DL+WL
49
Fig. Axial forces in the members for DL+LL
Fig. Axial forces in the members for DL+LL
50
Other intermediate
fig: dead loads
fig: live loads
fig:wind loads
51
Fig .reactions for DL+LL
Fig .reactions for DL+WL
52
Fig. Axial forces in the members for DL+LL
Fig. Axial forces in the members for DL+WL
53
End truss
fig: dead loads
fig: live loads
fig: wind loads
54
Fig .reactions for DL+LL
Fig .reactions for DL+WL
55
Fig. Axial forces in the members for DL+LL
Fig. Axial forces in the members for DL+WL
56
Fig. roof members
a, b, c, d, e, f, g, h- top members
H1, H2, H3, H4, H5, H6, H7, H8- bottom horizontal members
V1, V2, V3, V4, V5, V6, V7, V8, V9- vertical members
I1, I2, I3, I4, I5, I6, I7, I8-inclined members
FIRST TRUSS
MEM
BER
DL+
LL(k
N)
DL+WL
(kN)
SECTION(
cmXcmXc
m)
Le/r cactu
al
N/
mm2
cper
N/
mm2
tactu
N/m
m2al
Ca(
mm2
)
ta
(
m
m
2) per
a -
111.
06
20.4 80X80X10 46.5 73.9
4
135 17.97 1505 11
35
15
0
b -
127.
44
24.08 80X80X10 46.5 84.6
5
135 21.22 1505 11
35
15
0
c -
113.
55
23 80X80X10 46.5 75.0
5
135 20.26 1505 11
35
15
0
d -95.5 21.7 80X80X10 46.5 63.4
8
135 19.12 1505 11
35
15
0
e -95.5 23.1 80X80X10 46.5 63.4
8
135 20.35 1505 11
35
15
0
57
f -
113.
4
21.85 80X80X10 46.5 75.0
5
135 19.25 1505 11
35
15
0
g -
127.
44
20.9 80X80X10 46.5 84.6
5
135 18.41 1505 11
35
15
0
h -
111.
06
16.5 80X80X10 46.5 75.0
5
135 14.54 1505 11
35
15
0
H1 27.1
2
-7.95 80X80X10 104 5.23 75 23.89 1505 11
35
15
0
H2 108.
96
-20.4 80X80X10 104 13.4
8
75 96 1505 11
35
15
0
H3 118.
96
-18.8 80X80X10 104 12.4
6
75 104.8 1505 11
35
15
0
H4 107.
9
-3.3 80X80X10 104 2.99 75 95.07 1505 11
35
15
0
H5 107.
9
-10.5 80X80X10 104 6.78 75 95.07 1505 11
35
15
0
H6 118.
96
-13.6 80X80X10 104 9.06 75 104.8 1505 11
35
15
0
H7 108.
96
-13.8 80X80X10 104 9.11 75 96 1505 11
35
15
0
H8 27.1
2
-3.69 80X80X10 104 3.01 75 23.89 1505 11
35
15
0
V1 -
65.1
2
6.12 60X60X6 27.5 95.2 145 13.54 684 45
2
15
0
V2 -
22.7
1
5.244 60X60X6 74.1 33.2 115 11.6 684 45
2
15
0
V3 -3.71 0.547 60X60X6 121 5.42 64 1.21 684 45
2
15
0
V4 10.6
1
-2.74 80X80X10 127 4.01 65 23.47 684 45
2
15
0
V5 43 -8.37 80X80X10 163 14.6 37 95.13 684 45
2
15
0
V6 10.6
1
-0.74 80X80X10 127 1.07 65 23.47 684 45
2
15
0
V7 -3.71 1.547 60X60X6 121 5.42 64 3.423 684 45
2
15
0
58
V8 -
22.7
1
4.64 60X60X6 74.1 4.01 115 10.27 684 45
2
15
0
V9 -
65.1
2
11.41 60X60X6 27.5 95.2 145 25.24 684 45
2
15
0
I1 77.6
7
-7.9 80X80X10 106 5.24
9
72 68.43 1505 11
35
15
0
I2 13.1
2
-1.65 80X80X10 1.09 1.09 66 11.56 1505 11
35
15
0
I3 -
13.7
6
6.97 80X80X10 138 9.1 60 6.141 1505 11
35
15
0
I4 -25 9.44 80X80X10 163 16.6 37 8.317 1505 11
35
15
0
I5 -25 4.84 80X80X10 138 16.6 60 4.264 1505 11
35
15
0
I6 -
13.7
6
3.85 80X80X10 118 9.1 37 3.392 1505 11
35
15
0
I7 13.1
2
-0.51 80X80X10 106 0.33 66 11.56 1505 11
35
15
0
I8 77.6
7
-9.76 80X80X10 74.1 5.24
9
72 68.43 1505 11
35
15
0
2nd truss
MEMBE
R
DL+L
L
DL+W
L
SECTIO
N
Le/
r actu
al pe
er actu
al CA TA
r
a -111.1 -9.2 80X80X
10
46.
5
73.9 135 150
5
113
5
150
b -127.4 -10.6 80X80X
10
46.
5
84.7 135 150
5
113
5
150
c -113.6 -9.1 80X80X
10
46.
5
75.1 135 150
5
113
5
150
d -95.5 -6.7 80X80X
10
46.
5
63.5 135 150
5
113
5
150
e -95.5 -5.3 80X80X
10
46.
5
63.5 135 150
5
113
5
150
59
f -113.4 -8.3 80X80X
10
46.
5
75.1 135 150
5
113
5
150
g -127.4 -11.2 80X80X
10
46.
5
84.7 135 150
5
113
5
150
h -111.1 -10.6 80X80X
10
46.
5
75.1 135 150
5
113
5
150
H1 27.12 7.67 80X80X
10
104 75 23.9 150
5
113
5
150
H2 108.9
6
10.93 80X80X
10
104 75 96 150
5
113
5
150
H3 118.9
6
14.52 80X80X
10
104 75 105 150
5
113
5
150
H4 107.9 16.04 80X80X
10
104 75 95.1 150
5
113
5
150
H5 107.9 18.15 80X80X
10
104 75 95.1 150
5
113
5
150
H6 118.9
6
18.9 80X80X
10
104 75 105 150
5
113
5
150
H7 108.9
6
16.04 80X80X
10
104 75 96 150
5
113
5
150
H8 27.12 5.8 80X80X
10
104 75 23.9 150
5
113
5
150
V1 -65.12 -2.03 60X60X
6
27.
5
95.2 145 684 452 150
V2 -22.71 -0.95 60X60X
6
74.
1
33.2 115 684 452 150
V3 -3.71 -0.22 60X60X
6
121 5.42 64 684 452 150
V4 10.61 0.28 80X80X
10
127 65 23.5 684 452 150
V5 43 3.21 80X80X
10
163 37 95.1 684 452 150
V6 10.61 1.78 80X80X
10
127 65 23.5 684 452 150
V7 -3.71 0.5 60X60X
6
121 5.42 64 1.11 684 452 150
V8 -22.71 -1.38 60X60X
6
74.
1
4.01 115 684 452 150
60
V9 -65.12 -6.3 60X60X
6
27.
5
95.2 145 684 452 150
I1 77.67 7.76 80X80X
10
106 72 68.4 150
5
113
5
150
I2 13.12 4.28 80X80X
10
1.0
9
66 11.6 150
5
113
5
150
I3 -13.76 2.45 80X80X
10
138 9.1 60 16.3 150
5
113
5
150
I4 -25 1.507 80X80X
10
163 16.6 37 10 150
5
113
5
150
I5 -25 -1.6 80X80X
10
138 16.6 60 150
5
113
5
150
I6 -13.76 -1.59 80X80X
10
118 9.1 37 150
5
113
5
150
I7 13.12 -2.89 80X80X
10
106 66 11.6 150
5
113
5
150
I8 77.67 10.03 80X80X
10
74.
1
72 68.4 150
5
113
5
150
3RD TRUSS
MEMBE
R
DL+L
L
DL+W
L
SECTIO
N
Le/r actu
al pe
er actu
al CA TA
r
a -111.1 -15.6 80X80X
10
46.5 73.94 135 150
5
113
5
150
b -127.4 -17.3 80X80X
10
46.5 84.65 135 150
5
113
5
150
c -113.6 -14.4 80X80X
10
46.5 75.05 135 150
5
113
5
150
d -95.5 -11.13 80X80X
10
46.5 63.48 135 150
5
113
5
150
e -95.5 -9.8 80X80X
10
46.5 63.48 135 150
5
113
5
150
f -113.4 -13.6 80X80X
10
46.5 75.05 135 150
5
113
5
150
61
g -127.4 -16.9 80X80X
10
46.5 84.65 135 150
5
113
5
150
h -111.1 -14.5 80X80X
10
46.5 75.05 135 150
5
113
5
150
H1 27.12 3.52 80X80X
10
103.
7
75 23.9 150
5
113
5
150
H2 108.9
6
15.44 80X80X
10
103.
7
75 96 150
5
113
5
150
H3 118.9
6
18.78 80X80X
10
103.
7
75 105 150
5
113
5
150
H4 107.9 18.83 80X80X
10
103.
7
75 95.1 150
5
113
5
150
H5 107.9 18.88 80X80X
10
103.
7
75 95.1 150
5
113
5
150
H6 118.9
6
18.92 80X80X
10
103.
7
75 105 150
5
113
5
150
H7 108.9
6
15.72 80X80X
10
103.
7
75 96 150
5
113
5
150
H8 27.12 3.8 80X80X
10
103.
7
75 23.9 150
5
113
5
150
V1 -65.12 -4.23 60X60X
6
27.4
7
95.2 145 684 452 150
V2 -22.71 -2.25 60X60X
6
74.1
1
33.2 115 684 452 150
V3 -3.71 -0.15 60X60X
6
120.
8
5.42 64 684 452 150
V4 10.61 1.4 80X80X
10
126.
9
65 23.5 684 452 150
V5 43 6 80X80X
10
162.
9
37 95.1 684 452 150
V6 10.61 2.19 80X80X
10
126.
9
65 23.5 684 452 150
V7 -3.71 0.05 60X60X
6
120.
8
5.42 64 0.11 684 452 150
V8 -22.71 -1.6 60X60X
6
74.1
1
4.01 115 684 452 150
V9 -65.12 -7.78 60X60X
6
27.4
7
95.2 145 684 452 150
62
I1 77.67 11..39 80X80X
10
105.
6
72 68.4 150
5
113
5
150
I2 13.12 4.06 80X80X
10
1.09 66 11.6 150
5
113
5
150
I3 -13.76 0.4 80X80X
10
137.
6
9.1 60 150
5
113
5
150
I4 -25 -2.12 80X80X
10
162.
9
16.6 37 150
5
113
5
150
I5 -25 -1.4 80X80X
10
137.
6
16.6 60 150
5
113
5
150
I6 -13.76 2.1 80X80X
10
117.
6
9.1 37 150
5
113
5
150
I7 13.12 3.63 80X80X
10
105.
6
66 11.6 150
5
113
5
150
I8 77.67 11.53 80X80X
10
74.1
1
72 11.6 150
5
113
5
150
4TH TRUSS
MEMBE
R
DL+L
L
DL+W
L
SECTIO
N
Le/
r actu
al pe
er actu
al CA TA
r
a -
111.0
6
-6.2 80X80X
10
46.
5
73.94 135 150
5
113
5
150
b -
127.4
4
-8.4 80X80X
10
46.
5
84.65 135 150
5
113
5
150
c -
113.5
5
-4.07 80X80X
10
46.
5
75.05 135 150
5
113
5
150
d -95.5 -0.637 80X80X
10
46.
5
63.48 135 150
5
113
5
150
e -95.5 1.4 80X80X
10
46.
5
63.48 135 1.23 150
5
113
5
150
63
f -113.4 1.5 80X80X
10
46.
5
75.05 135 1.32 150
5
113
5
150
g -
127.4
4
1.9 80X80X
10
46.
5
84.65 135 1.67 150
5
113
5
150
h -
111.0
6
1.6 80X80X
10
46.
5
75.05 135 1.41 150
5
113
5
150
H1 27.12 2.74 80X80X
10
104 75 23.9 150
5
113
5
150
H2 108.9
6
9.87 80X80X
10
104 75 96 150
5
113
5
150
H3 118.9
6
11.37 80X80X
10
104 75 105 150
5
113
5
150
H4 107.9 10.72 80X80X
10
104 75 95.1 150
5
113
5
150
H5 107.9 5.21 80X80X
10
104 75 95.1 150
5
113
5
150
H6 118.9
6
1.31 80X80X
10
104 75 105 150
5
113
5
150
H7 108.9
6
-2.5 80X80X
10
104 1.661 75 96 150
5
113
5
150
H8 27.12 -3.2 80X80X
10
104 2.126 75 23.9 150
5
113
5
150
V1 -65.12 -2.3 60X60X
6
27.
5
95.2 145 684 452 150
V2 -22.71 -0.6 60X60X
6
74.
1
33.2 115 684 452 150
V3 -3.71 0.89 60X60X
6
121 5.42 64 684 452 150
V4 10.61 2.1 80X80X
10
127 65 23.5 684 452 150
V5 43 0.106 80X80X
10
163 37 95.1 684 452 150
V6 10.61 -1.49 80X80X
10
127 -2.18 65 23.5 684 452 150
V7 -3.71 0.5 60X60X
6
121 5.42 64 1.11 684 452 150
64
V8 -22.71 1.29 60X60X
6
74.
1
4.01 115 684 452 150
V9 -65.12 3.29 60X60X
6
27.
5
95.2 145 684 452 150
I1 77.67 6.89 80X80X
10
106 72 68.4 150
5
113
5
150
I2 13.12 2.02 80X80X
10
1.0
9
66 11.6 150
5
113
5
150
I3 -13.76 -0.7 80X80X
10
138 9.1 60 150
5
113
5
150
I4 -25 -2.2 80X80X
10
163 16.6 37 150
5
113
5
150
I5 -25 5.8 80X80X
10
138 16.6 60 150
5
113
5
150
I6 -13.76 5.1 80X80X
10
118 9.1 37 150
5
113
5
150
I7 13.12 4.1 80X80X
10
106 66 11.6 150
5
113
5
150
I8 77.67 0.5 80X80X
10
74.
1
72 11.6 150
5
113
5
150
Section properties of the sections used in the design of truss.
ISA 60X60X6
Area= 684 mm2
Radius of gyration r= 18.2mm
Compressive area= 684 mm2
Tensile area
Net effective area for angeles and tes in tension
In the case of single angle connected through one leg the net effective area shall be taken
as:
A= A1+A2K
Considering one rivet of 20 mm dia in the connected leg
A1== the gross cross sectional area of connected leg
A2= the gross cross sectional area of unconnected leg
65
K=3 A1/( 3A1+ A2)
A1=60X6-6X21.5=231mm2
A2=(60-6)X6=324mm2
K=0.68
A= 452 mm2
ISA 80X80X10
Area= 1505 mm2
Radius of gyration r= 24.1mm
Compressive area= 1505 mm2
Tensile area
Net effective area for angeles and tes in tension
A= A1+A2K
Considering one rivet of 20 mm dia in the connected leg
A1= the gross cross sectional area of connected leg
A2= the gross cross sectional area of unconnected leg
K=3 A1/( 3A1+ A2)
A1=80X10-10X21.5=585mm2
A2=(80-10)X10=700mm2
K=0.68
A= 1135 mm2
66
DESIGN OF GANTRY GIRDER
The function of the crane girders is to support the rails on which the traveling cranes move.
These are subjected to vertical loads from crane, horizontal lateral loads due to surge of the
crane, that is, the effect of acceleration and braking of the loaded crab and swinging of the
suspended load in the transverse direction, and longitudinal force due to acceleration and
braking of the crane as a whole. In addition to the weight of the crane, impact and horizontal
surge must be considered. Both the horizontal forces, lateral and longitudinal, are assumed
not to act together with the vertical loads simultaneously. Only one of them is to be
considered acting with the vertical load at a time. Vertical load, of course, includes the
additional load due to impact.
The crane girder spans from column to column, usually having no lateral support at
intermediate points excepting when a walkway is formed at the top level of the girder which
restrains the girder from lateral bending. Thus under normal circumstances, the crane girder
must be designed as laterally unsupported beam carrying vertical and horizontal load at the
level of the top flange.
In this case, a channel has been used instead of the cover plate to further increase Ivv.
The crane girders are supported either on brackets connected to columns of uniform section
or on stepped columns. Brackets are used for lighter crane loads and the stepped columns for
heavy crane loads and taller columns. Here, the columns are supported on brackets which
have been designed suitably
67
Design data available:
– Crane load lifting capacity: 300kN;
– Weight of crane excluding trolley: 300kN;
– Weight of trolley: 60kN;
– Minimum approach distance of the crane hook: 1.2m;
– Distance between centres of gantry girders: 20m;
– Distance between centres of crane wheels: 3m;
– Span of gantry girder :5m;
– Weight of rail section : 1kN/m;
– Height of rail : 115mm;
DESIGN:
1) MAXIMUM WHEEL LOAD
Weight of trolley+ lifted load=60+300=360kN;
Moment about B=0;
RA* 20 =300*10+360*18.8;
RA=488.4kN;
The vertical reaction on each wheel of the crane would be maximum when the
trolley is at the nearest distance to the gantry girder.
68
RA/2 = 488.4/2=244.2kN;
2) MAXIMUM BENDING MOMENT DUE TO VERTICAL LOADS
Moment about D=0;
RC*5=244.2*4.75 + 244.2 *1.75;
RC =317.46 kN;
RD=488.4-317.46=130.94kN;
Therefore moment about the right concentrated load = 130.94*1.75 = 229.145 kNm;
Impact factor=25% (for electrically operated crane);
Live load bending moment= 229.145 *1.25 = 286.43 kNm;
Assuming
a)self weight of the girder to be equal to 2kN/m
b) weight of rail section to be equal to 0.3kN/m
Total dead load=2+0.3=2.3kN/m;
Dead load Moment= wl2/8= (2.3*52)/8 = 7.1875 kN/m;
Total vertical moment= 286.43+7.1875= 393.617 kNm;
Assume allowable bending compressive stress=0.66fy=0.66*250=165 N/mm2;
Z required for bending moment in vertical plane
Moment/permissible stress=(393.617*106)/ 165 =2385.557*103mm3;
From steel tables,we select
ISWB600 @ 1337 N/m and
2.5 1.5
0.75
RC RD
244.2 244.2
R
69
ISLC 300@ 331 N/m
SECTIONAL PROPERTIES:
ISWB600 @ 1337 N/M
Sectional Area=170.38*102mm2;
Thickness of the flange tf =21.3mm;
Thickness of the web tw =11.2mm;
IXX=106198.5*104mm4;
IYY=4702.5*104mm4;
rXX=249.7mm;
rYY=52.5mm;
ISLC 300@ 331 N/m
Sectional Area=42.11*102mm2;
IYY=346*104mm4;
Total sectional area=17038+4211=21249mm2;
_Y = (17038*0 + 4211*281.2)/21249 = 55.7mm;
Moment of Inertia of the built-up section;
IXX (gross) =106198.5*104 + 17038 * 102 * 55.72+ 346 *104+ (281.2-55.7)2*4211
= 1.3324*109mm4
IYY (gross) =4702.5*104 + 6047.9*104
=10750.4mm4
3)BENDING STRESS DUE TO VERTICAL LOADING
Actual bending compressive stress for vertical loading
=(M/ IXX)*yc=(393.617*106/1.3324*109)*251=74.15N/mm2
Actual bending tensile stress for vertical loading
=(M/ IXX)*yt==(393.617*106/1.3324*109)*355.7=105.08N/mm2
Permissible bending tensile stress=0.66*fy*1.1=181.5N/mm2
ISLC 300@331
N/m
ISWB 600@1337
N/m
70
105.08N/mm2<181.5N/mm2
=> It’s safe
4)BENDING MOMENT DUE TO HORIZONTAL FORCE
Horizonatl force transverse to the rail=20% of the(weight of the trolley + weight to be
lifted)
=(10/100)*360=36kN;
Horizontal force transverse to the rail on each wheel of the crane=18kN=36/2
Moment about D=0;
RC*5=18*4.75 + 18 *1.75;
RC =23.4 kN;
RD=36-23.4=12.6kN;
Therefore moment about the right concentrated load = 12.6*1.75 = 22.05 kNm;
5) BENDING STRESS IN THE HORIZONTAL PLANE
Horizontal moment=22.05kNm.
IYY of the compression flange =6047.9*104 +0.5*4702.5*104=8399.15*104mm4
Bending compression stress in horizontal plane
=(22.05*106/8399.15*104 )*150
=39.378N/mm2
6) ALLOWABLE COMPRESSIVE STRESS IN BENDING
2.5 1.5
RC RD
R
18 18
71
w= Moment of Inertia of compression flange about Y-Y axis/
Moment of Inertia of built-up section about Y-Y axis
=8399.15*104/10750.4*104=0.78
K2=0.2+(0.1/0.1)*0.8=0.28
Effective length of compression flange=5m;
ry= root of (IYY/A)= root of( (10750.1*104)/21249)=71.13mm;
l/ry=5000/71.13=70.29;
D=606.7/28=21.668;
From the tables we get the values of X and Y for
D/T=21.668 and l/ry=70.29
As Y=(26.5*100000)/(l/ry)2=(26.5*100000)/(70.29)2=536.36;
X=Y* root of (1+(1/20)*(lT/ryD)2)
= 536.36* root of (1+(1/20)*(5000*28/71.13*606.7)2)
=662.39;
fcb=k1(X+k2 Y)C2/C1;
Si=1;
k1=1;
fcb=1(662.39+0.28*536.36)355.7/251
=1151.51MPa
Check:
For values of:
T/t=28/11.2=2.5>2;
d/t=514.2/11.2=45.9;
1344/ root of fy =1344/root of 250=85;
From table 6.2,Permissible Bending stress=147.058N/mm2;
7) CHECK FOR COMBINED BENDING COMPRESSION STRESS IN EXTREME
FIBRES
72
Actual bending tensile stress for vertical loading+ Bending compression stress in
horizontal plane=105.08+39.378=144.6 N/mm2;
For fcb=1151.51 and fy=250,
Permissible stress=1.18147.06=161.76N/mm2
The section is safe;
Horizontal force along the rails=5% static wheel load
=0.05*2*24.2=24.42kN;
Height of te rail=150mm;
Bending moment in the longitudinal direction=24.42(150+251)
=9792.42kNmm;
Stress in the longitudinal direction=P/A+M/Z
=(24.42*103)/21249+ (9792.42*103)/(5.3083*106)=12.91N/mm2;
9)SHEAR FORCE
Maximum shear force in the gantry girder
=244.42+244.42*(3.8/5)=429.9kN;
Adding 25% more
429.9*1.25=537kN’
Dead load shear=((1337+331+300)/1000)*(5/2)=4.92kN;
Total=537+4.92=541.92kN;
Intensity of shear/mm= (Fay)/I;
Considering the flange portion alone
A=6.7*300=2010mm2;
y=251-6.7/2=247.65mm;
244.2 244.2
5
3.8
m
Rc RD
73
Horizontal shear stress/mm=541.92*103*2010*247.65/(1.3324*109)
=202.45N/mm2
10) CONNECTIONS
Us 22mm diameter power driven shop rivets
Strength of a rivet ion single shear=(area of a hole* permissible shear stress)/1000
=(3.14*23.52*100)/1000
=43.37kN;
Strength of rivets in bearing= (Diameter of a hole*thickness of the failing
section*permissible stress in bearing)/1000
=(23.5*6.7*300)/1000
=47.235kN;
Rivet value=43.37kN;
Rivets are provided in two lines in a staggered manner
2*pitch= (43.37*1000*2)/157.12
=552mm;
Maximum allowable pitch in compression=12*6.7=80.4mm;
Provide 22mm diameter rivets at 80mm pitch throughout the length of the gantry
girder;
300
80
74
DESIGN OF COLUMNS
Column is subjected to axial force and moment due to exccentricity of crane load.
The load is placed at 250 mm eccentricity.
Permissible axial stress in columns is given IS 800 as per L/r ratio and allowable bending
stress as given in section 6 of IS 800-1984.
End columns
Column has been designed for DL+LL condition
Consider column’s self weight to be 2kN/m
AXIAL THRUST
At top –reaction from truss=75kN
At crane level (just above) =75+2.5X2=80kN
75
At crane level (just above) =75+2.5X2+442.4=552.4kN
At the bottom of the Coolum=522+8X2=538kN
For design consider 550kN
MOMENT
At top moment=0
At crane level (just above) =0.5X2X2/2=1kNm
At crane level (just above) =1+110.6=111.06
At the bottom of the column=442.4X0.25+0.5X10X10/2=135.6kNm
For design consider moment = 140kNm
Consider a built up section consisting of ISWB 400 with two plates 320X16
A=187.41cm2
IXX=67750.2cm4
IYY=10126.1cm4
RYY=7.35cm
RXX=19cm
ZXX=3136.6cm3
76
T=13+16=29mm
LE=0.8L=8m
LE//RYY=108.9
D/T=432/29
T/tw=2.9/8.6=3.37>2
Permissible bending stress (Fb) from table 6.1A given in page number 57, IS 800-1984
Fb=125N/mm2
Allowable fibre stress for axial force
LE /rxx=800/9.94=80.48
Permissible axial compressive stress (Fa) as per table 5.1 given in page number 57, IS
800-1984
=>Fa=101N/mm2
For column to be safe
fa/Fa + fb/Fb <1.0
fa=550X103/187.41X102=29.3N/mm2
fb=140X106/3136.6x103
fa/Fa+fb/Fb =29.3/101+44.63/125=0.64<1 so safe
FOR INTERMEDIATE COLUMN
Column has been designed for DL+LL condition
Consider column’s self weight to be 2kN/m
AXIAL THRUST
At top –reaction from truss from 2 trusses=150kN
At crane level (just above) =150+2.5X2=155kN
At crane level (just above) =150+2.5X2+442.4X2=1034kN
At the bottom of the Coolum=1034+8X2=1050kN
For design consider 1050kN
MOMENT
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Here there is no moment due to side sheeting as well as the crne as they cancel each other
Consider a built up section consisting of ISWB 400 with two plates 320X16
A=187.41cm2
IXX=67750.2cm4
IYY=10126.1cm4
RYY=7.35cm
RXX=19cm
ZXX=3136.6cm3
T=13+16=29mm
LE=0.8L=8m
LE//RYY=108.9
D/T=432/29
T/tw=2.9/8.6=3.37>2
Permissible bending stress (Fb) from table 6.1A given in page number 57, IS 800-1984
Fb=125N/mm2
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Allowable fibre stress for axial force
LE /rxx=800/9.94=80.48
Permissible axial compressive stress (Fa) as per table 5.1 given in page number 57, IS
800-1984
=>Fa=101N/mm2
For column to be safe
fa/Fa + fb/Fb <1.0
fa=1050X103/187.41X102=56.2/mm2
fa/Fa=0.554<1 so safe
BRACKET DESIGN
A joint like this requires design of
a) Bracket
b) Cleat angles at top and bottom
c) Rivets set connecting column to angle cleats
d) Rivets set connecting cleat to bracket
Bracket element
Moment to be resisted=442.4x0.25
=110.6kNm
Z=M/ =110.6X106/165
=670 cm3
Consider ISMB 350
Z=778.9 cm3
Cleat angles are needed to connect the top and bottom flanges as shown in figure.
Here again one has to select a large size angle so as to accommodate number of shear
rivets.
The load on the bracket causes:
1. Shear in the column face rivets
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2. Tension at top rivets
3. Compression on the bottom rivets
Consider cleat angle ISA 200X200X16
a=350=200=550
axial tension on rivet =110.6X106/550
=201090.9N
Tension on each rivet=201090.9N/6
V=33515.152
Consider 6 rivets pf 24mm dia
Edge distance =38mm
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Pitch=6mm
Total depth required=2X38+2X60
=196
The cleat we have considered has length 200 mm so its ok
Rivet size
Shear in each rivet= 442.8/12X1000
=36866.6N
Considering power driven rivets
a= /4X25.52X100
=51070.5N=Va
For design consideration
a+V/Va<1.4
a+V/Va=(36866.6N+33515.152)/ 51070.5N
=1.27<1.4
Number of rivets required
Force on each rivet =M/350=110X106
Number of rivets=F/Fr=306000/51100=6 rivets
Provide 16 mm packing plate
COLUMN CAP
Thickness t of the column cap is given by the formula
t= a√ (3X(actual stress on the top of column)/permissible stress)
= 34√ (3X 0.75/185)
= 3 mm
a=projection beyond the column
Provide a plate 10 mm thick plate over column as thickness is given by
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DESIGN OF TANKS FOR THE STORAGE OF LIQUID CARGO
-PETROLEUM
Total cargo to be stored=11013.8*103 litres;
Four tanks each having a capacity of (11013.8*103/4)=2753450 litres are provided;
Material used: M20 concrete;
Dimensions Of The Tank
Depth of the liquid in the tank=6m;
Free board provided=1m;
D=diameter of the tank;
[(3.14*D2)/4]*6=2753.450m3
=>24.17m;
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We provide a diameter of 25m;
Maximum Hoop Tension=wHD/2;
=[737*9.8*6*25]/2=541695N;
Empirical formula for thickness of the wall=3H+5
=3*6+5=23cm;
The tanks being placed near to the shore, require more cover to prevent the rusting of the
reinforcement bars and to resist the lateral wind forces.
Therefore, to be on the safer side, a safety factor around 45% is considered and a
thickness of 42cm is provided.
Area of Hoop steel at base=T/150=541695/150=3611.3mm2;
Using 28mm diameter bars, a maximum spacing of (1000*Area of the bar)/total Ast
=(1000*(3.14/4*282))/3611.3=170.5mm;
We provide a spacing of 170mm;
Actual Ast=(1000*(3.14/4*282))/170 =3622.07mm2;
Tensile stress in concrete=Hoop Tension/[A+(m-1)*Ast]
=541695/[1000*420+(13.33-1)* 3622.07]
=1.165<1.2 N/mm2;
It’s safe in tension;
We provide 420 mm thick tank wall. The spacing of hoops at the bottom would be
170mm and this can be increased near the top.
Providing a minimum reinforcement 0.3% at the top
Ast=(0.3/100)*1000*420=1260mm2
Spacing of hoops at the top=(1000*(3.14/4*282))/1260=490mm;
We space the hoop bars at the top at a distance of 450mm c/c.
Distribution and temperature reinforcement is provided in the vertical direction
Area=0.3-0.1(420-100)/350=0.20857%;
Ast=(0.20857/100)*420*1000=875.994mm2;
Provide 12mm diameter bars at a spacing of (1000*113.097)/875.994=129.1mm;
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We place the distribution reinforcement at a distance of 100mm c/c in the vertical
direction.This will also serve the purpose of tying the hoop reinforcement.
Design Of Tank Floor
Since the tank floor is resting on the ground, a nominal thickness of 200mm is provided.
Minimum Ast=(0.3/100)*1000*200=600mm2 in each direction
Providing half the reinforcement near each face
Ast=300mm2;
Using 10mm diameter bars,spacing=(1000*78.5)/300=261.667mm;
Provided 10mm diameter bars @ 250mm c/c in both the directions at top and bottom of
the floor slab.
Temperature and
distribution reinforcement
Temperature and distribution
reinforcement
Hoop reinforcement
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CONCLUSION
Kerala has a coastline of 580 kms and 14 minor ports,3 intermediate ports and 1 major
port at Cochin. The state of Kerala being located in a strategic position close to the
international shipping route, the GoK desires to tap the potential for the development of a
container transhipment hub in the state. It is anticipated that with the development of the
container transshipment hub at Vizhinjam, a fair share of the Indian container traffic that
is now being handled at foreign ports will be handled here in Vizhinjam.
Efficient ports form the backbone of the prosperity of most of the developing countries.
There is therefore an urgent need to improve port performance. Emphasis should be laid
not just on the size or the number of berths, rather efficiency of each berth, Efficiency
that can be achieved by proper functional design and proper organization of port
operations, of which transit shed is a part.
Following were the steps involved in the development of the project :
1) Planning of the various port buildings like the Administrative building,
Deputy Conservator’s office, Labour office etc.
2) Traffic volume analysis
3) Determination of the volume and the kind of cargo that is expected to be
handled by the port
4) Determination of the number of berths required to accommodate the cargo
that has to be handled by the port.
5) Length of the berths required
6) Arrangement of the berths based on the length of the coastline available for
the lucrative development of the port
7) Area of transit sheds based on the amount and method of handling of cargo
8) Design of Transit shed
a) Dimensions of the transit shed-length, breadth and height.
b) Design of the various elements of the roof truss-ties and struts
c) Design of gantry Girder based on the cargo to be handled
d) Design of columns and brackets
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9) Design of tanks for the storage of liquid cargo
10) Laying out of the port buildings and transit sheds on the available landscape
for the development of the port system as a whole.
Some of the key positive impacts during the construction and operation phase of
the Vizhinjam port are:
1)Benefits to fisherman because of improved port-hinterland connectivity.
2)Scope for export of goods from India would also increase.
3)Socio-economic profile improvement in terms of employment opportunities in
direct and indirect development of the region
4)Tourism sector improvement as cruise liners can call directly at Vizhinjam port
5)Since the entire port and back-up area is created on reclaimed land,
environmental impact is nearly nil except for providing rail /road connectivity to
the port, which is also minimal.
LIMITATIONS:
1)The coastal stretch available of the area proposed for Vizhinjam falls in the
predominantly rocky stretches except for small pockets of beach. Else, the
coastline available to the port could have been extended
2)The details of the cargo that are going to be catered at the Vizhinjam port are
not known as yet. For the project, data on the amount and type of cargo has been
suitably assumed.
3)The exact site plan of the area that has been set aside for port development
hasn’t been let out by the GoK due to security reasons and hence the authenticity
of the site plan used for the project cannot be proved.
4)The bathymetry chart of the ocean floor was not available, therefore the amount
of dredging required at certain places may be more than estimated.
SCOPE FOR FURTHER WORK:
1)Kerala being a tourist destination,VIzhinjam can also cater to cruise liners. The
planning of passenger terminals for the same can be done.
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2) Mitigation plans for the environmental and socio-economic impacts of the port
development can be studied or built.
3)Miscellaneous supports like lighting protection, fire fighting systems, power
systems, drainage, pollution control aids, lighting of the various port buildings
and street can be looked into.
.
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BIBLIOGRAPHY
Books
Saryan & AjmalJ.L-1989,” Design of structures” NEM chand & bros
N.Subramnium.,” Design of structures” oxford-2008
P.Dayaratnam,” Design of structures” s.chand &company limted
R.Srinivasan &Rangwala-1997,” Harbour, dock and tunnel engineering “
F.C.Henry, 1963volume 3.” Dock and harbourplanning” griffin
Codes
IS 800-1984
SP:6(1)-1964
Kerala building code 1962
IS 4651part 5-1980
Is 875 part 1-1987
Is 875 part 2-1987
Is 875 part 3-1987
Websites
http://www.keralaports.gov.in/vizhinjm.htm
http://www.vizhinjamport.org/project_vizhinjamport.php.htm
http://vizhinjamport.org/vizport%20tender%20extended.pdf
http://vizhinjam.com/vzm/index.php/index.php?
http://www.kerala.gov.in/transshipment/feasibility.pdf
