Container port design process: Difference between revisions

Revision as of 04:01, 7 December 2016

Revision as of 02:43, 8 December 2016

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==== Wharf ====

The [[Wharf]] at a terminal is the structure which comprisesforms the edge of the landside facility. It is made up of both the topside and the face.

The face of the wharf is where equipment is mounted to allow vessels to berth. It is also designed to be within the high water levels, thus making its structures susceptible to corrosion. Water-tightness and corrosion protection are a must for any structural elements that comprisemake up the face.

The topside of the wharf is what is broken down into berths. Pre-designated lengths of the wharf are separated into identified berths based on the design vessels characteristics. [[Container crane]]s operate along the wharf when vessels have berthed.

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==== Container Lay Down Area ====

A lay down area is the vast amount of space where container handling equipment place full or empty containers prior to loading onto the containers' next step in its journey to its destination. The lay down area is comprisedcomposed of multiple structural layers to support the loads brought on by the equipment and cargo.

The first layer, the foundation, is comprisedconsists of either the existing or improved [[subgrade]] of the ___location. To add extra strength to the foundation, the existing soils are compacted further, Soil Improvements such as stone columns are installed, or the unsatisfactory soils are removed and a new fill soil is brought in, graded, and compacted to meet requirements.

The second layer is the asphalt paving. This pavement differs from typical highway and road pavement as the loads are generally more stationary as well as much smaller in magnitude. This type of pavement contains Hydraulically Bound Materials (HBM), an ingredient used to provide higher compressive strength to the asphalt. The mixture is the first part of designing the asphalt with the second being the thickness. Both the materials and the thickness can be calculated by following existing design guides published by engineering societies. The [[World Association for Waterborne Transport Infrastructure]]'s (PIANC) Report 165-2015 can provide further guidance on container terminal pavements<ref name="PIANC Pavements">{{cite journal|title=Design and Maintenance of Container Terminal Pavements|journal=PIANC|date=2015|volume= Report 165|ref=135-2015}}</ref>.

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Berthing of the vessels are analyzed using the design vessels characteristics of weight, draught, and other specification in addition to the requirements set by the terminal ___location such as wind speeds, direction, currents, and safe berthing velocities of the approach channel and berth. All these factors come together to determine maximum amounts of energy that must be resisted by the terminal foundation and wharf. Multiple styles of berthing equipment have been designed in response to this requirement.

Container terminals are for the most part directly on land, eliminating the need for berthing dolphins (similar to those described in the Mooring section. Fender systems installed on the wharf face are the main componentfacility offor reducing the amount of energy the wharf structure must absorb during berthing. TheyA arefender system comprisedconsists of the [[fender (boating)]] itself, the panel, and the various hardware required to anchor and stabilize the unit.

Fenders are made of a grade of rubber chosen for its flexibility. The more compressible, the more energy the fender can resist. They come in multiple sizes and shapes, aimed at handling different situations. Fenders do not need to be mounted in the same ___location at all times. Some fenders are designed to rise and fall with water levels.