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8/12/2019 Combined JDM-SH-AKB - PBE Presentation by Golder, Hyder & Scott Wilson
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Monday, 18 April 2011, 5:30 pm for 6:00 pm start
All welcome. Food and drinks served at 5:30 pmAbstract:
The A$500M Sydney Ports Corporation Third Container Terminal at Port Botany required: dredging ofmore than 10 million m3of material, more than 60 Ha of reclamation and the construction of over 2 km ofquay wall to accommodate Post Panamax container terminal vessels and tug berths.
This project was delivered as part of a Design and Construct Project joint venture between BaulderstoneHornibrook & Jan De Nul and a design consortium comprising: Hyder Consulting, Scott Wilson andGolder Associates which involved designers in local, national and international locations.
This joint presentation from the three main contributors of the design consortium will discuss thesignificant engineering challenges involved in this project and the details of the final engineering designadopted. The presentation will cover the full spectrum of civil and structural design, maritime andgeotechnical engineering.
NSW Maritime Panel presents
Port Botany Expansion Quay Wall Design and Construction
byAlan Betts (URS/Scott Wilson)
Sam Harris (Hyder)Jamie McIlquham (Golder Associates)
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The presenters:
Sam Harris: Maritime Manager Hyder Consulting LtdJamie McIlquham: Senior Geotechnical Engineer Golder Associates,
Alan Betts: Australian Maritime Manager URS/Scott Wilson
Sam has experience in the project management, investigation, planning, design and constructionsupervision of port and maritime infrastructure projects in Australia, UK, Nigeria, Ireland, Mauritius,Kuwait, Libya and UAE. Sams role on this project has been as the Marine Design Manager for the D&Cconsortium.
Contact:[email protected]
Jamiehas 12 years of experience working on geotechnical projects in Australia, the UK and Gibraltar.During the Port Botany Expansion project he was in charge of several design packages including thedredging and reclamation works and geotechnical design of caisson structures. During construction heled the geotechnical team and provided ongoing geotechnical advice and supervision.Contact:[email protected]
Alanhas more than 30 years of experience in the planning, design, construction and maintenance of port
and harbour works, in Australia, NZ and other overseas locations. Alan undertook local preliminaryengineering design and peer review of many of the design elements for this project.Contact:[email protected]
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]8/12/2019 Combined JDM-SH-AKB - PBE Presentation by Golder, Hyder & Scott Wilson
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Geotechnical Design of Quay Structures
for the Port Botany Expansion (PBE)Jamie McIlquham - Senior Geotechnical Engineer -
Golder Associates
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Introduction
Geotechnical Model
Design Requirements
Desi n Solution
Introduction
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63ha Reclamation
2km of New Berth Structures
New Navigation Channels and Basins
Brid es, Breakwaters, Future Rail Corridor,
Summary of PBE Project
Revetments
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Site Location
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Geotechnical Model
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Quaternary sediments up to 80m thick over HawkesburySandstone
Four basic soil units: Unit 1 recent estuarine deposits, loose
Unit 2 clean sand, dense to very dense, peat and clay
Geotechnical Model
Unit 3 mainly organic clay, very stiff to hard, fissured
Unit 4 clay, very stiff to hard, some fissuring and less
organic content than Unit 3
Soils are highly discontinuous laterally.
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Geotechnical Model
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Section showing Dredging and Reclamation
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Section showing Counterfort and Reclamation
RL+4mCD
Unit 2 Sand
Upper Reclamation Fill
Lower Reclamation Fill
Unit 2 Sand
Front Crane Rail Rear Crane Rail
RL-17.5mCD
Counterfort
Structure1m Scour Protection
Cope Beam
RL-10mCD
35m
CounterfortBackfill
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Unit 3 Clay
Unit 4 Clay
Unit 3 Clay
Unit 6 Sandstone Bedrock
Trench Backfill
0.8m Thick Basal Trench
Rock
Base of Trench at RL-30mCD
1m Thick Foundation
Pad
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Construction Sequence
1
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Construction Sequence
2 30
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Construction Sequence
3 13.5
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Construction Sequence
4
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Construction Sequence
5
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Construction Sequence
6 +3.5
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Construction Sequence
7
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Construction Sequence
8 300/ 3
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Construction Sequence
9 90 ( +2.5) 1
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Construction Sequence
10
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Construction Sequence
11
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Construction Sequence
12 +4
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PSTR - design requirements
Stability Criteria
Serviceability Criteria
Loadin Information Onl for PBE
Design Requirements
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Design Solution - Trench Foundations
Removal of fissured clay required to RL-30mCD over1680m out of 1850m of main berth length (Approx 0.8Mm3 )
Strength and stiffness of backfill controlled by stability and
movement criteria for PBE berth structures
Target backfill stiffness: Secant Modulus (Es) 100MPaat a reference confining pressure of 100kPa; and
Target strength: friction angle () of 37
Stiffness generally dictated amount of compaction
Trench size was then optimised to provide the required
stability performance, taking into account dredgingtolerances
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2D PLAXIS
SLOPE/w
Spreadsheets - Sliding, Overturning &Bearing Capacity
Design Solution Analysis Methods
Collaborate (Match Geotechnical & StructuralModels)
Communication (Internal & External)
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Stability criteria were:
Sliding & Overturning FoS > 2.00
Bearing Capacity FoS > 3.00
Global Stabilit FoS > 1.40 / 1.50
Design Requirements - Stability
Seismic (Sliding & Overturning / Global) FoS > 1.10
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Stability Assessment
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Serviceability criteria were most critical:
Vertical settlement
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Backanalysis of EBD counterforts to selectdeformation parameters
Laboratory testing, design of EBD andstatistical assessment were also considered
Design Solution - Serviceability
Sensitivity analyses completed to checkpotential impacts
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PLAXIS used to assess movement and earthpressures acting on the structures
Staged construction in model
Design Solution - Serviceability
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Pressures derived from PLAXIS analyses
Geotechnical models calibrated against structural models initerative process
Counterforts
Ka at shallow depth
Lateral Soil Pressures on Wall Structures
0
Blockwork caissons tend towards full depth K0 profile
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Seismic Bearing Capacity
Vibrocompaction next to structures
Design Solution
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Seismic Bearing Capacity
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Conventional Limit Equilibrium seismic bearing capacitysupplemented with displacement based criteria
Assessed using dynamic PLAXIS analysisSimilar movement mechanism to port caisson units afterKobe Earthquake
Seismic Bearing Capacity
Local yielding at toe and heel Minimal settlement
Seaward translation
Analysis results can be compared to performancerequirements
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Seismic Design
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Need to control earth pressure to limit serviceability designfor concrete durability
Need to balance compaction required for backfill strengthand stiffness against earth pressures
Conceptual Soil Stress Path for PBE wall backfill:
Effect of VC on Wall Structures
0 ,
Increased horizontal earth pressures due to VC, no arching
Relief during/after compaction to Ka as the structure moves
K0 remains in trapped wedge
Design VC probe offset based on published data effects Site trials necessary to assess impact of VC
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Effect of VC on Wall Structures
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Field trials using V48VC Rig
Eccentric force 230-
470kN @ 60Hz
Trials completed
Effect of VC on Wall Structures - Trials
Sheet pile wall Caisson structure
Counterforts
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Effect of VC on Wall Structures - Trials
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Counterfort Compaction Trial
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Revised compaction method (Grid Typ. 3.6-4.2m)
Full Energy
40 Secs compaction per 1m lift; or400 Amps drawn by motor
Reduced Ener
Effect of VC on Wall Structures - Trials
20 Secs compaction per 1m lift; or300 Amps drawn by motor
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Revised Compaction Criteria
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Eff f VC W ll S T i l R l
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Final profile closely matches predicted PLAXIS
profile for wished into place fill
Earth pressures were consistent with wallmovements
Peak transient ressure hi h durin VC 1-1.5 x K
Effect of VC on Wall Structures Trial Results
but
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Managed Earth Pressure Risk by:
Considering alternative compaction equipment
Adopting reduced energy VC points within 2.5m ofwall
Revising compaction criteria behind structure
Effect of VC on Wall Structures Trial Results
Verification of assumptions with earth pressurecells and survey
Important to consider sequence of VC locations,particularly in confined locations
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Dredging Hydrographic survey Dec 2009
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Dredging Hydrographic survey Dec 2009
Information provided by PB (Project Verifier)
Dredging Hydrographic survey Mar 2010
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Dredging Hydrographic survey Mar 2010
Information provided by PB (Project Verifier)
Dredging Hydrographic survey Aug 2010
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Dredging Hydrographic survey Aug 2010
Information provided by PB (Project Verifier)
Thank You
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Jamie McIlquhamSenior Geotechnical EngineerGolder Associates124 Pacific HighwaySt LeonardsNSW 2065 Australia
Thank You
Tel: +61 (0) 2 9478 3900Mob: 0422 538155
E-Mail: [email protected]
Web: www.golder.com
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Port Botany Container Terminal Expansion Quay Wall D&C
Date: Monday 18thApril 2011Presented By: Sam Harris
Presentation Overview
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Project Summary Project Team
Key Client Performance Criteria
Confidence in Concrete
Design Approach Chloride Diffusion Modeling
Concrete Mix Design
Concrete Quality Control
Limit States Design Approach
Counterforts
Landward Crane Beam
Other Aspects
Project Summary
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$1B development (including 3rd terminal operator investment)
1855m long by -16.5m CD deep container quay
199 counterfort units
4 segmental block caissons
157m long by -7m CD deep tug berth
17 counterfort units Total 90,000m3 concrete
Total 15,000t steel
>11M m3 dredged material
63Ha terminal reclamation (8.4M m3
) Foreshore enhancement and road/service works
Navigation aids
Terminal development by future operator (rails, pavements, buildings,internal terminal services etc)
Comparison PBE site before and almost complete
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Port Botany Expansionbefore September 2008
Port Botany Expansionin December 2010
Project Team
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Technical Advisers to SPC
Lead Design Consultant
Maritime DesignSub-Consultant
Geotechnical DesignSub-Consultant
D&C Contractor
Client
3rd Terminal Operator
Project Verifier
Key Client Performance Criteria
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100 year design life
Confidence in durability with minimal maintenance Tight lateral and vertical movement and rail gauge limits
Post-Panamax vessels
8000TEU & 106,000DWT
347m LOA 46m beam
14.5m loaded draft
Design crane loads
120t operating wheel loads
8 wheel bogie set
1900t crane dead load
120t bollards
40kPa between rails/ 60kPa in yard stacking surcharge
Counterfort Structure
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Confidence in Concrete
Reinforced concrete = cost effective
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High level of assurance in achieving durability requirements
Mouldability
Plant available economically
Precast modular construction
Fabrication/batching on site Use of recycled materials
Local concrete products
Construction skills relatively
straightforward and local
Quality control relatively simple
Lends to gravity type structure
Confidence in performance only if a well managed and informed
design process is followed
Exposure Classifications
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Design Approach
Chloride Diffusion Modelling
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g
Differing approaches to durability in various Australian Standards Chloride Diffusion Model (Luping and Gulikers) is key to 100 year
design life:
The model considers:
Chloride concentration threshold at the
reinforcement for the initiation of corrosion Cover
Surface chloride concentration
Rate of chloride diffusion
Time to onset of corrosion
Design Approach
Concrete Mix Design
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Concrete Mix Design
Zone 1 mix: Continuously submersed or buried Medium level chloride diffusion coefficient
(D= 5.2 x 10-12 m/s)
Medium level drying shrinkage (600x10-6)
50MPa
52%SL, 25% Fly Ash, 23% Blast Furnace Slag
600kg/m3 cementitious content
0.38 w/c ratio
Zone 2/3 mix: Tidal splash zone
Lower level chloride diffusion coefficient
(D=3.4 x 10-12 m/s )
Lower level drying shrinkage (500x10-6)
Zone 1 mix used for Zone 4 (low risk)
Design Approach
Concrete Cover
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Design Approach
Concrete Quality Control
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Boral on site batching plant On site precast yard
Concrete mix approval process
Quality Assurance processes
Independent surveillance
Steel formwork used seaward face
poured face down on vibrated formwork
28 days wax based curing compound before placement in water
Assurance Through Design Detailing
Seaward face = compression face
Joint between wall and base component in compression
Design Approach
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Limit State Design Approach Appropriate Loads & Combinations
Key Design Loads:
Construction Loads
Ciria C660 Early Age Thermal
Lateral earth pressure
Lateral berthing and mooring loads
Vertical and lateral crane loads
Seismic
Combinations:
Construction Loads Quasi-Permanent/Sustained Loads
Transient Load Combinations
Ultimate Load Combinations
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Design Approach
Calibration of Soil/Structure Interaction
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Plaxis 2D FEASoil/Structure Model
Strand7 3D FEAStructural Model
Strand7 and Plaxis
Deflections Consistent
Apply Lateral Soil Loadsin Structural Design
YES?
NO?
OUT:
Soil Pressure
Deflections
OUT:
Deflections
Design Approach
Serviceability Limit State
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Quasi-Permanent/Sustained Load CombinationsDL + Permanent Soil Loads + Sustained Crane Load + Sustained Surcharge Load
Flexural/Tensile Crack Width Assessment & Mapping
0.3mm Max for Zones 1 and 4
0.2mm Max for Zones 2 and 3
Limiting Bar Stress
AS3600 limits for Zones 1 and 4 (280MPa Typ)
AS4997 limits for Zones 2 and 3 (150-180MPA Typ)
Transient Load Combinations
DL + Permanent Soil Loads + Op Crane Load +
Op Sustained Surcharge Load + Mooring/Berthing
400MPa Limiting Bar Stress Remain in elastic range
Ultimate Limit State
Counterfort Details & Construction
Details:
U it W i ht 640t
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Unit Weight = 640t
Concrete/Unit = 245m3 Steel/Unit = 52t 20m tall 9m wide 15m base length 2 buttresses 216no
Trench Foundation to -30m CD
Vibrocompacted reclamation fill
Vertical grout bag & temporary flexible
seals between units
3D PDFWall to base
joint detailSea Side
FlexibleMembrane
Counterfort Details & Construction
Counterfort Precast Facility
http://localhost/var/www/apps/conversion/tmp/scratch_2/XS3D-COPEBEAM-ARRANGEMENT-NS.pdfhttp://localhost/var/www/apps/conversion/tmp/scratch_2/XS3D-COPEBEAM-ARRANGEMENT-NS.pdfhttp://localhost/var/www/apps/conversion/tmp/scratch_2/XS3D-COPEBEAM-ARRANGEMENT-NS.pdf8/12/2019 Combined JDM-SH-AKB - PBE Presentation by Golder, Hyder & Scott Wilson
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Ringer Crane
Reo Prefab on Outer Ring
4 Base Forms
4 Wall Forms
5 Assembly Beds
Sheds cover
base and
wall forms
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Counterfort Details & Construction
Counterfort Storage/Transport
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Counterfort Storage/Transport
...and Placement
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Continuous Beam Design
D i P t E i
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Why Design Beams Continuously?
1) Improved load distribution
2) The expansion joint arrangements are complex
3) Rigid foundation results in a near continuous
condition
Tension Inducing Factors
1) Shrinkage
2) Thermal contraction (time series &
steady state thermal analysis)3) Construction sequence (stitch location/timing)
Drawing on Past Experience:
Hyder design of Dubai Festival City
Building had a 650m long x200m wide basementconstructed without expansionand contraction joints and
supported by piles. Basementrequired to be water tight.
Foreshore Enhancement Works
Penrhyn Estuary reprofiling & improvement works
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Landscaping Revetments and breakwaters
Boat ramp
(incl. navaids, wash down and fish cleaning)
Mill stream lookout
Footpaths
Amenities building
Car parks
Road and Utility Works
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Terminal access bridge Pedestrian bridge
Foreshore road works
Service supply works:
Electrical
Lighting
Water
Sewer
Comms
Stormwater
Acknowledgements
Thanks to:
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Sydney Ports Corporation
Baulderstone & Jan de Nul
Golder Geotechnical Design Sub-Consultant
Scott Wilson Maritime Design Sub-Consultant
Thank You
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Sam Harris
Deputy Director Ports & Maritime Australasia
Hyder Consulting Pty Ltd
Level 5, 141 Walker StreetNorth Sydney NSW 2060 Australia
Mobile: 0429 535 283
Direct: +61 (0) 2 8907 3966
Fax: +61 (0) 2 8907 9001
Email: [email protected]
Web: www.hyderconsulting.com
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www.urs-scottwilson.compassionate | ambitious | collaborative | knowledgeable
Presented by: Alan BettsDate: 18/4/2011
For: NSW Maritime Panel
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The presentation covers structures other than the counterfortretaining wall units and the landward crane beam and geotechnical
considerations (covered by others), including:
Blockwork Structures
Brotherson Dock Transition
Cope Beam
Fenders/ Bollards/ ladders
Navigation Piles
Main Berth Scour Protection
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4 main blockwork structures:
North West and South West Corner Blocks
Brotherson Dock Transition Block
Brotherson Dock Infill block
Component maximum weight 630 tonnes
Same concrete mix and cover as for counterforts
Similar foundation as for counterforts
Sand backfill, vibro compacted, kentledge and sand surcharge as forcounterforts.
Horizontal and vertical grouted seals + horizontal butyl seals betweenelements
Grouted vertical bars tying units together on seaward faces
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Design loads similar to counterforts
Analysis undertaken using:
Microstran and Finite Element Analysis - using Strand 7
SlopeW used to assess global stability
Plaxis used to assess soil pressures and wallmovements
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BDT, SW corner and NW corner caissons: Segmental structures: 4 cells, 4 high, shear keys in internal and external walls
BDT Infill Block work Structure: Segmental structures: 2 cells, 7 high, shear keys in internal and external walls
Partial reinforcement cage prefabrication
Peri formwork system
Each block constructed in 2 pours
Transported and placed with shear leg barge
Diver assisted grout bag joint seals External wall thicknes: 400mm
Internal wall thickness: 500mm
Base thickness: 500mm
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Need to modify existing structure to accommodate the new quay crane railloads and the transition beam. Involving:
Removal of existing wharf bollards/ fenders/ part cope beam
Jet grout of south west cell for ground improvement Part block work demolition works Construction of transition beam
landing pad and anchorage
Reinstatement of cope beam Installation of transition cope
beam Reinstatement of bollards/
fenders/ crane rail/ crane buffer
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Blockwork structures required to make transition betweenthe existing and new structure, including:
Modification to existing BDT caisson, including groundimprovement within cell
New 4 cell
15m long transition beam: 900mmx800mmx105mm elastomeric base bearing 4no.
170mmx350mmx80mm elastomeric buffer bearings 6no. Deadman anchors on BDT blockwork structures to control
differential movement limits/crane continuity
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Construction sequence: Dredge and place bedding
Place larger BDT caisson structure
Fill up to 0.5m below base of infill blocks Place base infill block on temp supports and concrete beneath
Finish placing infill blocks
Place adjacent counterfort units
Infill blocks, backfill and vibrocompact
Surcharge and kentledge loading
Install deadman anchor system
Grout vertical grout bags and seaward face horizontal seals
Install vertical anchor bars and grout up
EBD caisson improvement works Cope beam construction and fill to final levels
Transition cope beam construction and installation
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Anchors required for stability of new BDT block & infill block
Located 5m landward of landward crane beam
Concrete anchor: Total length 17m, consists of precast sectionsapprox. 6m long x 2.5m high x 0.6m thick.
Tie rods McAlloy bars:
Particular provisions for corrosion protection and tie rod settlement
- 50mm dia. Approximately 33m length, sections joined with couplers,Densopol 60 covering, plus annular concrete duct, all placed at baseof 300mm dia settlement duct.
Level of tie rods; approx mean sea level
Tie rods for transition block go through blockwork rear wall
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Typical deadman anchor details
Typical detail through caisson wall
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Transition Beam provides forarticulation of foundations (1 in1000 grade limit for crane rail)
Beam weight approx. 350 tonnes,14 m long, supports front containercrane rail
Four main support bearingslaminated rubber elastomeric, twoat each end
Six side bearings, three at each end
Bearings consist of rubber andstainless steel plates.
Design allows for main bearingreplacement using flat jacks andmanhole access at land side
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Plan on beam Plan on side bearings
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Total length over 2km: 650m EW berth, 1300m -NS berth,-150m tug berth (no jointsother than construction)
Consists of combination of precast and cast in-situ concrete elements
Precast elements comprise the front face of the beam. 120 tonne bollards @ 24m spacing
Cell fenders @12m spacing (Shibata CSS 1450H) with frontal frames
Crane rail and cable slots
Stowage pin rebates at 30m centres
Blockouts for crane end stop buffers
Type F Gatic covers for service pits
Designated quay crane delivery and maintenance areas
Cope level of +3.65mCD for EW berth and +4.0mCD on NS berths
Service pits; Shore Power Supply Pit (SPSP), Crane Cable Pit (CCP), Water Pit (WP)Cope Beam Section Size Depth Width
NS Berth 1.5m 3.2m
EW Berth 1.5m 3.41m
Tug Berth 1.5m 2m
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Cast monolithically with quay structure below to allow direct transfer of loadsto supporting quay structure
Cast in-situ beam carries primary longitudinal bending in the cope beam as itacts to distribute loads along its length
Typically 117 N32
Longitudinal bars
Counterfort Starter Bars
Precast Starter Bars
Counterforts and trench foundation relyon cope beam to distribute loading
Vertical Loads:
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Vertical Loads: Crane loading
Vertical bollard loading
Vertical fender loading
Differential settlement Crane delivery and maintenance
Vehicle loads (e.g. reachstacker)
Horizontal Loads: Bollard loads
Fender loads
Crane loading
Post cope beam construction soil loads
Seismic loading
Differential movements
Shrinkage
Thermal loading
Load combinations
Design Analysis
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Design Analysis
Microstran/SAP 2000/Strand 7 used for the cope beam design
Design for coincident design actions from worst case combinations
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Precast formwork on front faceTypical Section
Additional precast formwork for crane cableservice pit
Cope beam needed to be significantly widened at the corners and
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NW Corner SW Corner
Cope beam needed to be significantly widened at the corners andBrotherson Dock Transition to tie all units together and for seismic stabilityconstraints
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SW Corner Cope Beam Under Construction ~670m3 of Concrete ~200t of Steel
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Summer Winter
60 Days 14 Days 60 Days 14 Days
TypicalSection
Jacking CCP StitchTypicalSection
Jacking CCP StitchTypicalSection
Jacking CCP StitchTypicalSection
Jacking CCP Stitch
EW
Top 41 42 38 51 44 45 38 51 36 36 34 42 37 37 34 42Bottom 38 42 35 48 41 46 35 48 34 36 32 42 35 36 32 42
Landward 16 16 19 23 20 20 25 23 16 16 17 16 16 16 19 16
Seaward 16 16 22 25 22 22 26 25 16 16 17 17 16 16 19 17
TOTAL 111 116 114 147 127 133 124 147 102 104 100 117 104 105 104 117
NS
Top 40 40 36 52 43 45 41 52 35 35 33 44 36 36 33 44
Bottom 35 40 31 46 37 47 38 46 33 33 31 40 34 34 31 40
Landward 16 16 20 22 19 19 22 22 16 16 16 16 16 16 17 16
Seaward 17 17 22 25 21 21 24 25 16 16 16 17 16 16 17 17
TOTAL 108 113 109 145 120 132 125 145 100 100 96 117 102 102 98 117
Length of each pour: ~33m
Length of stitch pour: 3m
Stitches generally occur above counterfort joints. Reinforcement varied according to summer or winter
temperature and duration between pours
All bars are N32
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Element LocationHeight(m)
Depth(m)
Thickness(m)
ApproximateSteel Reinforcement/Concrete Volume
(kg/m3
)
Cope Beam
NSTypical 1.5 3.2 195.5
Stitch 1.5 3.2 244.2
EWTypical 1.5 3.41 204.2
Stitch 1.5 3.41 248.6
Landward Crane
Beam NS
Beam 2 1.5 302.6
Pile 0.9 354.4Cope BeamPrecast Unit
NSFender Block 192.8
SPSP 261.8
Counterfort NS
Base 8.92 14.368 0.3 318.7
Wall 17.64 8.92 0.35 169.7
Buttress 18.8 10.313 0.35 174.5Corner Blockwork SW
Base Slab 16.248 14.667 0.5 290.4Unit24 Seaside Wall 5.78 12.75 0.4 175.6
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Crane rail not installed (stevedore to supply) Blockouts (40mm dia. x 260mm long)
provided for 24mm dia. crane rail bolts Stainless Steel (grade 316) Edge Protectionfor concrete at crane cable slots
Construction following all quay wall and earthworks processes
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g q y p
Limited work above/next to water
Shelf between counterfort corbels provides part of the base formwork
Precast front elements comprise the seaward form
Temporary Precast
Support
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Cope beam precast standardised to facilitate mass production
North South berths 6 types & 140 units
East West berth 5 types & 51 units
Reinforcement connectivity provided with cast in-situ cope beam
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168 rubber fenders (Shibata CS 1450 circletype) with frontal frames, 2.3m wide x 3.5m high. Aluminium anodes at low level on frames Galvanised chains Stainless steel u-bolts for fender restraint/
support chains in concrete cope beam
Ultra high molecular weight polyethylene facingpanels on frontal frames varying sizes, 40mmthick
Fenders at 12m spacing but closer at ends
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Installed Fenders NS Berth.
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Cast Steel Bollards
Finite Element Analysis design and
load tested Hollow, concrete filled,& painted
Stainless steel (316 grade) bollardbolts
Special cap and epoxy masticfilling around nuts
Bollards generally installed at 24mcentres with provision for future
installation with recesses and boltblockouts.
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3 off
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3 off
Piles 965mm OD and 16-20mm wallthickness
Typical embedment depth: 15.5-18.5m
Nominated vessel impact: 50% energyof 5 tonne vessel travelling at 3m/s.
Corrosion protection:
Denso Seashield 100 systemextend to - 0.5 m
2 Aluminium anodes at lower level(-0.5 m to -1.7 m)
Aluminium superstructure platform
(isolated from steel) Aluminium ladder with hardwood
fenders.
Scour Armour Rock
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TypeMass
Mmin (kg) M50 (kg) Mmax (kg)
S1 150 300 600
S2 28 76 159
Basalt rock, 2.65 t/m
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Stringent specification toavoid degradation
Two main rock gradingsizes, largest adjacent toquay
Extends 15m from quay wall
Thickness varies from 0.6mto 1.0 m
Placed on geotextile fabric,Geomac 500E
Fabric placed with purpose-built frame to avoid diverplacement
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Frame used to place geotextile
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Thanks to:
Sydney Ports Corporation
BHJDN
Hyder Consulting Lead Designer
Golder Associates Geotechnical Design Sub-Consultant
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Acknowledgements:
Presentation compiled by: Kenan Aldemir Maritime Engineer Sydney
Heli Lhteel Project Administrator Sydney
Reviewed by Alan Betts Questions and inquiries to Alan Betts: Contact details:
Email: [email protected]
Telephone +612: 8925 5545