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THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF :

THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF : a. TOPOGRAPHIC AND BATHYMETRIC SURVEYS b. HIDRO-OCEANOGRAPHIC SURVEY : - Tidal observation - Current observation - Sediment and water sampling - Wave observation

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THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF :

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  1. THE SCOPE OF DED : I. TECHNICAL SURVEYS, CONSIST OF : a. TOPOGRAPHIC AND BATHYMETRIC SURVEYS b. HIDRO-OCEANOGRAPHIC SURVEY : - Tidal observation - Current observation - Sediment and water sampling - Wave observation c. SOIL INVESTIGATION ON-SHORE AND OFF-SHORE 27 POINTS II. WAVE CHARACTERISTIC ANALYSIS III. SIMULATION OF SHIP MANOUVER AT PORT BASIN (by consultant from Netherlands) IV. DESIGN OF CONTAINER WHARF STRUCTURE 1600 M LENGTH V DESIGN OF CONTAINER YARD STRUCTURE

  2. I. TECHNICAL SURVEY a. BATHYMETRICSURVEY: Survey area is 2,297 Ha Equipment used for bathymetric survey: Echo Sounder (ES) Reson 210 which can perform sounding -600 m water depth AREA FOR BATHYMETRIC SURVEY

  3. b. TOPOGRAPHICSURVEY: • SURVEY AREA : 1200 Ha • NUMBER OF BENCHMARK POINTS : 6 UNITS. • For horizontal position measurement of BM was carried out using GPS measurement Method (DGPS Method), the device for this purpose is GPS Cnav with Singapore as base station. • 3. HORIZONTAL FRAME MEASUREMENT : • Horizontal base frame measurement was carried out using polygon measurement method and the device which applied for it was Total Station Sokkia set 4B. • 4. VERTIKAL BASE FRAME MEASUREMENT • This measurement has the objective to obtain elevation for every BM with the elevation reference is the Mean Sea Level (MSL) from tidal observation for 30 days (0.91932 m from zero datum). • 5. SITUATION MAPPING • This measurement has the objective to collect detail data of the site, including natures objects, buildings, bridge, etc. • To help data collection, collecting detail data situation facilitated by Quickbird satellite vision (April 2007) • Digitation all necessary object obtained from Quickbird satellite vision, field checks to ensure the existence of the objects.

  4. ELEVATIONS (m) BM COORDINATES BM ELEVATIONS TOPOGRAPHIC AND BATHYMETRIC RESULT

  5. c. HYDRO-OCEANOGRAPHICSURVEY • c.1. TIDAL OBSERVATION • Coordinate of tidal station : 5˚ 53' 15,8502” LU, 95˚ 18' 57,922” BT • The location of tidal station is at NAVY port of Sabang • Tidal observation was carried out for 30 days with observation time interval of 1 hour starting from July 20, 2007 until August 18, 2007 • The device for this purpose was Automatic Water Level Recorder (AWLR) type AOTT resulting water elevation (tidal) Datum LWS (m) Datum MSL (m) Water Surface Elevation TIDAL STATION LOCATION

  6. c.2. CURRENT OBSERVATION • The location of this observation was at two stations, representative enough for current condition in survey area. The position of the first station is (756926m; 651075m) with 40m depth and the other is (755660m; 649720m) with 20m depth. • The duration of observation in every station was for 25 hours with time interval of data collection of 1 hour. The observation was arranged to get information on current of neap period, at time between neap-spring (konda) and spring period. • Neap period observation was carried out in July 25, 2007. Observation konda time was carried out in July 28, 2007. Spring period observation in August 1, 2007. Observation at every station and every measurement was carried out at three depth (d) 0.2 d, 0.6 d, and 0.8 d. • The device used for this observation was Valeport Type 2000, it was a mechanical current device

  7. OBSERVATION STATION I AT NEAP TIME • Current Speed is Small • Mean Current Speed ~ 0.05 m/s • Maximum Current Speed ~ 0.08 m/s • Tidal Current is dominant • Dominant direction was NorthWest-SouthEast • Current Layer tends to uniform CURRENT OBSERVATION RESULT AT KONDA TIME • Current Speed is Small • Mean Current Speed ~ 0.082 m/s • Maximum Current Speed ~ 0.154 m/s • Tidal Current is dominant • Dominant direction was NorthWest-SouthEast AT SPRING TIME • Current Speed is Weak • Mean Current Speed ~ 0.086 m/s • Maximum Current Speed ~ 0.161 m/s • Tidal Current is dominant • Dominant direction was NorthWest-SouthEast RESULT FOR SECOND OBSERVATION STATION WAS NOT DIFFERENCE WITH THE FIRST OBSERVATION STATION

  8. CURRENT SIMULATION IN SABANG GULF HASIL SIMULASI ARAH ARUS Direction vector and value of current RMA2 model at Spring Condition Flood 2 Direction vector and value of current RMA2 model at Spring Condition Flood 1 Direction vector and value of current RMA2 model at Spring Condition Ebb. 1 Direction vector and value of current RMA2 model at Spring Condition Ebb. 2

  9. d. SOIL INVESTIGATION SOIL INVESTIGATION RESULT : Cross section of Soil Layer CT.3 Port area

  10. RESULT OF SOIL INVESTIGATION • RESULT OF SOIL INVESTIGATION IN CT.2 AND CT.3 AREA IS AS FOLLOW : • Soil layers tend to follow soil surface profile • At 6m – 10m depth from seabed, soil is very hard with SPT value > 70 • At few location was found a very hard layer at the depth of 1m from seabed of 1m thickness • BASED ON SOIL CONDITION AS EXPLAINED ABOVE, RECOMMENDATION FOR PILE • FOUNDATION IS AS FOLLOW: • PILE SHOULD BE OF STEEL PIPE • MINIMUM THICKNESS IS 16 MM IN SOME LOCATION WHERE THIN HARD SOIL LENS WAS FOUND ON TOP SOIL, NEED TO BE PREDRILLED (DESTRUCTION) FOR PILE DRIVING PURPOSE

  11. DRIVEN PILE ALLOWABLE CAPACITY • ALLOWABLE CAPACITY • 1. Pilef 914 mm : • Depth 10 m (from sea bed) : Nall,compression= 427 ton : Nall,tension= 79 ton, • Depth 12 m (from sea bed) : Nall,compression= 914 ton : Nall,tension = 227 ton, • Depth 17,5 m (from sea bed) : Nall,compression= 1351 ton : Nall,tension= 378 ton, • 2. Pilef 1016 mm : • Depth 10 m (from sea bed) : Nall,compression= 518 ton : Nall,tension = 86 ton, • Depth 12 m (from sea bed) : Nall,compression= 1100 ton : Nall,tension = 2251 ton, • Depth 17,5 m (from sea bed) : Nall,compression= 1623 ton : Nall,tension = 421 ton • ALLOWABLE CAPACITY FOR PERMANENT LOAD. • 1. Pilef 914 mm : • Depth 10 m (from sea bed) : Hijin = 9,92 ton ( Permanent load SF = 2) • Hijin . = 13,23 ton ( Temporary load SF = 1,5) • 2. Pilef 1016 mm : • Depth 10 m (from sea bed) Hijin = 10,6 ton ( Permanent load SF = 1,5 ) • Hijin . = 14,11 ton ( Temporary load SF = 1,5)

  12. II. WAVE ANALYSIS IN SABANG GULF • WIND ANALYSIS • THE WIND ROSE WAS BASED ON WIND DATA AVAILABLE FROM DATA RECORDEDBMG STATION AT SABANG FOR THE TIME RANGE OF 1992 - 2006 b. FETCH ON SABANG GULF WIND ROSE

  13. c. WAVE ROSE GELOMBANG DOMINANT

  14. d. DESIGN WAVE N= North (Utara) NNW= North Northwest (Utara Barat Laut) NW= North West (Timur Laut) WNW= West Northwest ( Barat Barat Laut) W= West (Barat) WSW= West Southwest (Barat Barat Daya) SW= South West (Barat Daya) SSW= South Southwest (Selatan Barat Daya)

  15. e. WAVE HEIGHT SIMULATION TELUK SABANG Contour of depth for Wave Height Simulation Contour of Height and Wave Direction resulted from Refraction and Diffraction Process caused by wave from N (T=9s , H = 4,95 m) Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave fromNW ( T = 9s , H=3,3 m ) Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from NNW (T= 9s, H = 4 m)

  16. Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from WNW (T = 9s, H = 4,6 m) Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from WSW ( T = 9s , H = 1,4 m ) Contour of Height and Wave Direction resulted from Refraction and Diffraction Process for Wave from SW ( T = 9s , H = 1,4 m )

  17. III. PORT PLANNING CT1 CT2 CT3 CT4 CT5 CT6 CT7 CT8 LAYOUT of LONG TERM DEVELOPMENT (source Master Plan)

  18. 1. LAY OUT of CT1, CT 2 AND CT3 PORT (SHORT TERM PLANNING) CT1 CT2 CT3

  19. LAYOUT CT1, CT2, CT3

  20. MAIN DATA FOR CONTAINER PORT: • CONTAINER PORT CT.1 • Existing building : Pelindo Port, NAVAL Base (TNI-AL) and PERTAMINA • Wharf Size : L = 500 m, B = 45,5 m, basin depth : – 20,00 m LWS • Container Yard Size L = 500 m, B = 275 m • Need to remove existing onshore buildingand existing jetty or port • 2. CONTAINER PORT CT.2 • Existing building : Fishing Port, Dok Kodja, Passenger Port • Wharf size : L = 800 m, B = 45,5 m, basin depth : – 22,00 m LWS • Container Yard size : L = 800 m, B = 400 m • Need to remove existing building • CONTAINER PORT CT.3 • Existing building : none • Wharf size : L = 800 m, B = 45,5 m , basin depth : - 22,00 m LWS • Container Yard size : L = 800 m, B = 400 m

  21. 2. PORT STRUCTURAL DESIGN a. PRINCIPLES FOR PORT STRUCTURAL DESIGN WHARF STRUCTURE IS DESIGNED BASED ON THE FOLLOWING ASPECTS : STRUCTURAL RESPONSE TO RESIST DESIGN LOAD STRUCTURAL STIFFENESS NATURAL CONDITION OF PORT LOCATION DESIGN LIFE SIZE AND DIMENSION OF DESIGNATED SHIPS VERTICAL AND HORIZONTAL LOADING CONSTRUCTION MATERIAL CONSTRUCTION SYSTEM THAT COULD BE CONSTRUCTED WITHOUT SPECIAL EQUIPMENT AND COULD BE HANDLED BY NATIONAL CONTRACTOR REFERENCES AND CODES COST CONSTRUCTION TIME

  22. b. GENERAL CRITERION FOR WHARF STRUCTURE : • DESIGN LIFE OF THE STRUCTURE IS 100 YEARS • ELEVATION OF PORT DECK IS + 4,5 M LWS ( OR + 2,5 M FROM HWS ) • MAXIMUM WAVE HEIGHT IN FRONT OF WHARF IS 0,5 M • SABANG HAS CLASSIFIED AS STRONG QUAKE ZONE, SO THAT THE PORT STRUCTURE WAS DESIGNED FOLLOWING GENERAL CRITERION AS FOLLOW ( REFFERED TO CODE FOR SEISMIC DESIGN OF NEW WHARVES ) • PORT STRUCTURE WAS DESIGNED AS A“DUCTILE MOMENT RESISTANCE FRAME“ , IT WAS DECK ON PILE WITH DECK STRUCTURE CONSIST OF REINFORCED CONCRETE WHICH SUPPORTED BY VERTICAL STEEL PIPE PILE, SINCE PORT STRUCTURE WITH VERTICAL PILE HAS BETTER PERFORMANCE THAN BATTER PILES • MAXIMUM STRUCTURAL DISPLACEMENT CAUSED BY QUAKE IS 7,5 CM • THE CONCEPT “STRONG BEAM WEAK PILE” SHOULD BE APPLIED, THAT MAKES PLASTIC HINGE OCCUR ON PILE

  23. c. TECHNICAL CRITERION c.1. SHIP SIZE CONTAINER TERMINAL CT.1, CT.2 and CT.3 COULD BE BERTHED BY FEDEER VESSEL CONTAINER MAX 2500 TEUS ( 45,000 DWT ) Length = 215 m , Width = 30m, Design draught = 12 m, Berthing Velocity = 25cm/sec SUEZMAX CONTAINER SHIP 12,000 TEUS ( 137,000 DWT ) Length = 400 m , Width = 55m, Design draught = 15 m, Berthing Velocity = 15cm/sec c.2. PORT BASIN DEPTH – 22,00 m LWS c.3. LOADING VERTICAL LOADING: DEAD LOAD + SUPERIMPOSED DEAD LOAD LIVE LOAD AT WHARF, CONSIST OF : Uniform distribution load 4 ton/m2 Truck T.45 Rubber tire/RB 40 ton Mobile crane (outrigger load) Forklift truck Side loader Quay crane (Rail Mounted)

  24. Quay Crane Terminology (Twin – Lift Container Quay Crane) 30 ft = 33,3 m

  25. Crane Load, with wheel load : • Sea side = 1300 kN/wheel • Land side = 1060 kN/wheel LOAD ON JETTY BETWEEN 2 CRANE LEGS

  26. LIVE LOAD ON CONTAINER YARD : • Uniform distribution load of 4 stack container • Rubber Tired/RB load withthe following data (BS 6349-part1) : • - Tractor : Axle line load : front = 40 kN and rear 280 Kn • - Trailler : number of axle line = 2, max line load = 150 Kn • Side Loader : Payload capacity 40ton ; number of jack 4 ; jack spacing • = 2,5 m ; jack load 230 kN and contact pressure 500 kN/m2 • Stradle carrier • HORIZONTAL LOAD • DOCKING IMPACT : • Force caused by ship berthing/Docking Impact calculate based onthe following formula: E= 0.5 MD.CM.CS.CC.CE.V2, • MOORING LOAD: • For container ship, where ship area to receive wind load is bigger than other ships, then pulling force on bollard is more accurateto be calculated as follow: • Wind pressure to the ships: • Rx = ½.ra.U2.AT.CX ( parallel to the ship ) • Ry = ½.ra.U2.AL.CY ( perpendicular to the ship) and • RM = ½.ra.U2.AL.Lpp.CM (moment by wind forces to the midship)

  27. Force caused by current to the ships : • Current pressure parallel to the ship : • Rf = 0,0014.S.V2 • Current pressure perpendicular to the ship : • Rf = 0,5.ro.C.V2.B • EARTH QUAKE : Based on Indonesian Seismic Zone • (SNI.1726-2002), Sabang is located in seismic zone no 5. SABANG

  28. Response Spectrum Seismic Zone 5 Based on nominal static equivalent, the magnitude of horizontal earthquake force is : V = C.I.Wt/R where : V = horizontal earthquake force C = seismic coefficient, for natural period from wharf structure of 1.1 second, thus C = 0,5 (medium soil) I = importance structural factor = 1,0 Wt = total weight structure R = reduction factor = 6 ( steel frame resisting moment ), from push over analysis to the wharf structure, the value of R = 7,349

  29. PERFORMANCE BASE ANALYSIS : Limitation on structural displacement of 7,5 cm, from performance base analysis, the structure doesn’t have meaningful damage, where the strength and the stiffness before and after earthquake are almost same. • Earthquake direction : • The Structure was analyzed to the following combination of earthquake direction as follow: 30% 100% AND 100% 30% IN THE SEISMIC ANALYSIS, THE EFFECT OF ECCENTRICITY TO THE CENTER OF STIFFNESS IS INCLUDED IN THE CALCULATION FROM STRUCTURAL ANALYSIS, THE MOST CRITICAL LATERAL LOAD IS SEISMIC LOAD

  30. . CONCRETE • Every concrete (precast and cast in situ) designed with the strength of • fc’ = 36,0 Mpa ( K.400 ) • STEEL REINFORCEMENT : • Diameter< 12 mm  BJTP.24 • Diameter > 12 mm  BJTD.39 • STEEL PIPEfor pile : Referred to ASTM-A252 quality STK.41, withsyield= 2400 kg/m2 • STEEL PIPE SHEET PILE, steel marine type, withsyield= 3900 kg/m2 c.4. MATERIAL c.5. CORROTION PROTECTION FOR PILE • For splash zone, use HDPE system • Under splash zone, use cathodic protection, impressed current type HDPE Cathodic Protection

  31. d. PORT STRUCTURAL SYSTEM • THE WHARF STRUCTURE WAS DESIGNED WITH SYSTEM “DECK ON PILE” • UPPER STRUCTURE : • THEUPPERSTRUCTURE WAS DESIGNED TO BE REINFORCED CONCRETE WITH fc’ = 36 Mpa/ K.400, CONSIDERING THE FOLLOWING CONSTRUCTION ASPECTS AS FOLLOW : • AT SABANG, IT’S NOT EASY TO FIND GOOD MATERIAL TO MAKE HIGH STRENGTH CONCRETE, FOR THAT REASON THEN SOME PART OF ELEMENT (BEAM AND FLOOR SLAB) CONSIST OF PRECAST SYSTEM AND MADE IN BANDA ACEH. • STRUCTURAL ELEMENTS WHICH COULD BE CAST IN SITU ARE : PILE CAP, CONCRETE FILLER PILE, TOPPING FOR FLOOR SLAB. EVERY MATERIAL FOR CONCRETE CAST IN SITU (SPLIT, SAND AND CEMENT) SHOULD BE SUPPLIED FROM BANDA ACEH. • COULD BE CONSTRUCTED BY NATIONAL CONTRACTOR • SUBSTRUCTURE : • SUBSTRUCTURE WAS DESIGNED TO BE STEEL PIPE PILE : • DIAMETER OF STEEL PIPE : 914 MM DAN 1016 MM, THIS LARGE DIAMETER IS NEEDED TO RESIST BUCKLING AND TO REDUCE DISPLACEMENT DUE TO LATERAL LOAD. • MINIMUM THICKNESS OFSTEEL PIPEIS 16 MM, DUE TO VERY HARD SOIL LAYER (SPT > 65).

  32. CROSS SECTION OF PORT STRUCTURE

  33. STRUCTURE DILATATION /GAP • DILATATION IN STRUCTURE IS NEEDED TO REDUCE THE EFFECTS OF TEMPERATURE CHANGE IN STRUCTURE. • JETTY LENGTH BETWEEN DILATATION = Ld, CALCULATED BASED ON THE FOLLOWING ASSUMPTION : JETTY LENGTH BETWEEN DILATATION = Ld =2.yo /c.Dt Where : yo = allowable pile displacement = {L2.(SM)pile}/{3.(E.I)pile} = 2,975 cm c = coefficient of thermal expansion of deck material = 11,7 Δt = design temperature fluctuation = 20o L = H + xo , xo = fixity point = 20,0 m = 2000 cm SM = pile section modulus EI = pile stiffness OBTAINED : Ld = 254 m, Jetty length designed to be = 200 m, and : Dilatation width l = 2.yo + 0,5 cm = 6,45 cm CONSTRUCTION OF DILATATION GAP BETWEEN TWO PART OF JETTY WAS DESIGNED USING SHEAR KEY SYSTEM

  34. SHAPE OF THE UPPER STRUCTURE : BEAM AND FLOOR SLAB WITH PRECAST SYSTEM DECK LAY OUT CROSS SECTION

  35. WHARF STRUCTURAL ANALYSIS : A. LOADING COMBINATION FOR SUPER-STRUCTURE ANALYSIS : a. ULTIMATE LOADING COMBINATION (BS 6349), for beam design : 1.265 DL + 1.54 LL + 1.54 WIND +1.54 Mo.L + 1.54 Cu.L 1.265 DL + 1.54 LL – 1.54 WIND + 1.54 Mo.L+ 1.54 Cu.L 1.265 DL + 1.54 LL + 1.54 Be.L + 1.54 Cu.L 1.265 DL + 1.54 LL + 1.54 WIND + 1.54 Cu.L+ 1.54 WAVE 1.265 DL + 1.54 LL – 1.54 WIND + 1.54 Cu.L+ 1.54 WAVE 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L+ 1.54 Eqx + 0.462 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L- 1.54 Eqx + 0.462 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L+ 1.54 Eqx - 0.462 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L- 1.54 Eqx - 0.462 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L+ 0.462 Eqx + 1.54 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L+ 0.462 Eqx - 1.54 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L- 0.462 Eqx + 1.54 Eqy 1.265 DL + 0.462 LL + 1.54 Cu.L + 1.54 Mo.L- 0.462 Eqx - 1.54 Eqy 1.265 DL + 1.54 LL + 1.54 WAVE Where : DL = Dead Load (Crane Load Included) LL = Live Load WIND = Wind Load WAVE = Wave Load Be.L = Berthing Load Mo.L = Mooring Load Cu.L = Current Load EQ-x = Seismic Load to x direction EQ-y = Seismic Load to y direction

  36. b. SERVICE LOADING COMBINATION (BS 6349, Part 2, Section 6.11.4.3)used for pile capacity analysis : 1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Mo.L + 1.0 Cu.L 1.0 DL + 1.0 LL – 1.0 WIND+1.0 Mo.L+ 1.0 Cu.L 1.0 DL + 1.0 LL + 1.0 Be.L+ 1.0 Cu.L 1.0 DL + 1.0 LL + 1.0 WIND + 1.0 Cu.L+ WAVE 1.0 DL + 1.0 LL – 1.0 WIND + 1.0 Cu.L+ WAVE 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L+ 1.0 EQ-x + 0.3 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L+ 1.0 EQ-x – 0.3 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L– 1.0 EQ-x + 0.3 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L– 1.0 EQ-x – 0.3 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L+ 0.3 EQ-x + 1.0 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L+ 0.3 EQ-x – 1.0 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L– 0.3 EQ-x + 1.0 EQ-y 1.0 DL + 1.0 LL + 1.0 Cu.L+ 1.0 Mo.L– 0.3 EQ-x – 1.0 EQ-y 1.0 DL + 1.0 LL + 1.0 WAVE B. BUCKLING ANALYSIS INSTEEL PIPE PILE(AISC - ASD 89) : - Minimum thickness = 6,25 + D/100 ( D= pile diameter ) - Pile capacity to axial load is :

  37. WHARF STRUCTURAL ANALYSIS RESULT :

  38. WHARF STRUCTURAL ANALYSIS RESULT : LOADING COMBINATION STRESS RATIO

  39. C. SUMMARY OF WHARF STRUCTURAL ANALYSIS • Max deflection : dx (longitudinal direction) = 4,707 cm (due to earthquake X direction) dy (transversal direction) = 6,733 cm (due to earthquake Y direction) • PILE MAXIMUM STRESS RATIO = 0,998 ( crane beam piled 1016 mm) • CHECKING THE PILE CAPACITY: • PILEf 914 • Axial Load  N max = 267,2 TON < N.allw (412 TON ) • Horizontal  H max = 13,4 TON (due to earthquake) < H.allw = 13,64 TON ( SF = 1,5 ) • PILEf 1016 • Axial Load  N max = 230,7 TON < N.allw ( 518 TON ) • Horizontal  H max = 6,35 TON (due to earthquake) < H.allw = 14,41 TON ( SF = 1,5 ) FROM STRESS RATIO THAT OCCUR IN PILE AND FROM CHECKING PILE CAPACITY, PILE DIMENSION IS DETERMINED BY STRESS IN PILE (DUE TO MOMENT AND AXIAL LOAD). THIS IS BECAUSE THE LENGTH OF PILE ARE QUITE LONG (26 M), AND EVERY PILE IS VERTICAL. IF STRUCTURE IS DESIGNED USING BATTER PILE, THEN EARTHQUAKE FORCE WHICH OCCUR IN STRUCTURE WILL BE BIGGER (COULD BE 3 TIMES OF THE STRUCTURE WITH VERTICAL PILES) AND NEED MORE TENSION PILE BECAUSE OF LENGTH OF PILE UNDER SEABED IS ONLY 10 M (DUE TO VERY HARD SOIL LAYER)

  40. WHARF BACKFILL RETAINING WALL SYSTEM • (STRUCTURE BEHIND THE WHARF) • TWO ALTERNATIVES HAVE BEEN STUDIED. THESE ARE: • ARMORED ROCK SYSTEM • STEEL SHEET PILE SYSTEM ARMORED ROCK COMBINED W/ L-SHAPE RETAINING WALL STEEL PIPE SHEET PILE RETAINING WALL

  41. COST ESTIMATION FOR CT.3 ( Rupiah )

  42. COMPARISON BETWEEN THE TWO ALTERNATIVE

  43. BASED ON COMPARISON TABLE ABOVE, IT CONCLUDED: ALTHOUGH THE TOTAL COST IS RELATIVE MORE EXPENSIVE, BUT WITH CONSIDER THAT SABANG IS AT REGION WITH STRONG AND HIGH EARTHQUAKE INTENSITY AND LONG DESIGN LIFE TIME OF 100 YEARS, THEN STEEL SHEET PILE IS CHOOSEN AS BACKFILL RETAINING WALL • SUGGESTION FOR CONSTRUCTION STAGE : • PREFERED FOR SHEET PILE CONSTRUCTION AT FIRST STAGE • BACKFILL COULD BE CONSTRUCTED IN AGREEMENT WITH STAGE OF WHARF LENGTH CONSTRUCTION. CONSIDER THAT THE AREA OF THE PROJECT LOCATION IS VERY LIMITED ESPECIALLY FOR MATERIAL STOCK PILING, IT WILL BE BETTER THAT ANY PART OF LAND IN THE BACK OF SHEET PILE IS FILLED FIRST • STAGE CONSTRUCTION FOR WHARF IS PREFFERED TO BE 400 M/1 BERTH LENGTH, TO GIVE POSSIBILITY TO OPERATE. • CONSTRUCTION SHOULD BE BY PROFESSIONAL CONTRACTOR THAT HAVE A SUFFICIENT EXPERIENCES IN WHARF CONSTRUCTION

  44. CONTAINER YARD STRUCTURE • STRUCTURAL DESIGN FOR PAVEMENT OF CONTAINER YARD WAS BASED ON THE FOLLOWING SOME CONSIDERATION : • Availability of material • Work volume that is very large • - Simplicity of construction • - Soil condition in the location is sand with N SPT >10 • - Deck of container yard is supposed on sand fill, then the settlement which will occur is relatively small • - Construction cost • TWO ALTERNATIVES THAT COULD BE USED FOR PAVEMENT DECK OF CONTAINER YARD ARE : • PAVEMENT CONTAINER YARD USING RIGID CONCRETE PAVEMENT  LARGE VOLUME OF CONCRETE REQUIREMENT • PAVEMENT OF CONTAINER YARD USING PAVING BLOCK, REQUIRED LARGE VOLUME OF PAVING BLOCK THAT MUST BE IMPORTED FROM JAVA (P. JAWA) CONSIDERING SIMPLICITY IN CONSTRUCTION, CONCRETE PAVING BLOCK IS THE CHOOSEN ALTERNATIVE

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