Proceedings of the Eleventh (2001) International Offshore and Polar Engineering Conference

Stavanger, Norway, June 17-22, 2001

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