Beruflich Dokumente
Kultur Dokumente
PART 1
General Design Considerations for Marine Wors
Ci!il Engineering Offi"e
Ci!il Engineering De#art$ent
T%e Go!ern$ent of t%e &ong Kong S#e"ial Ad$inistrati!e Region
The Government of the Hong Kong Special Administrative Region
First published, Ma !""!
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'OREWORD
The #ort ;or.s (esign Manual presents recommended standards and methodologies
for the design of marine *or.s in Hong Kong+ 1t consists of five separate volumes, namel,
#art ) to #art 9+ #art ) mainl covers design considerations and re:uirements that are
generall applicable to various tpes of marine *or.s+ #art ! to #art 9 are concerned *ith
specific design aspects of individual tpes of *or.s including piers, dolphins, reclamation,
sea*alls, brea.*aters and beaches+ This Manual supersedes the #ort ;or.s Manual, of *hich
the contents *ere prepared in the <"=s+
This document, #ort ;or.s (esign Manual $ #art ), gives guidance and
recommendations on the general environmental, operational, geotechnical, loading, material,
durabilit, maintenance and aesthetic considerations and criteria related to the design of
marine *or.s+ 1t *as prepared b a *or.ing committee comprising staff of the %ivil
&ngineering 'ffice and Special (uties 'ffice *ith reference to the latest international and
local marine *or.s design standards, manuals and research findings in consultation *ith
Government departments, engineering practitioners and professional bodies+ Man
individuals and organi>ations made ver useful comments, *hich have been ta.en into
account in drafting the document+ An independent revie* *as also underta.en b e?perts in
relevant fields before the document *as finali>ed+ All contributions are gratefull
ac.no*ledged+
#ractitioners are encouraged to comment at an time to the %ivil &ngineering 'ffice
on the contents of this document, so that improvements can be made to future editions+
% % %han
Head, %ivil &ngineering 'ffice
March !""!
6
Woring Co$$ittee of Port Wors Design Man(al ) Part 1
The preparation of the document *as overseen b %hief &ngineer3Technical Services $
1r ,u. Fu.@man 7before 6 (ecember !"")8
1r Anthon ,oo
The document *as drafted b the follo*ing staff of the %ivil &ngineering 'ffice $
1r ,ee ;ai@ping
1r ,i Kam@sang
1r ;ong %hi@pan
Assistance and advice *ere provided b the follo*ing staff of the %ivil &ngineering 'ffice and Special
(uties 'ffice $
1r %hiu Mau@fat
1r Ko ;ai@.uen
1r ,ai %heu.@ho 7before )! September !"")8
1r ,am %hi@.eung
1r ,a* Man@chin
1r ,i Auen@*ing
The document *as revie*ed b $
#rofessor Aoshimi Goda, Ao.ohama Bational 5niversit
#rofessor ,ee %hac.@fan, the 5niversit of Hong Kong
(r K*an K*o.@hung, the 5niversit of Hong Kong
&?tracts from -ritish Standards are reproduced *ith the permission of -ritish Standards 1nstitution
7-S18 under licence number !"")3SK"6)0+ -ritish Standards can be obtained from -S1 %ustomer
Services, 6<C %his*ic. High Road, ,ondon ;2 2A,, 5nited Kingdom 7Tel D22 !" <CC0 C"")8+
Figures in Appendi? A are reproduced from ERandom Seas and (esign of Maritime StructuresF *ith
the permission of #rofessor Aoshimi Goda+
2
CONTENTS
#age
Bo+
T1T,& #AG& )
F'R&;'R( 6
%'BT&BTS 9
)+ 1BTR'(5%T1'B C
)+) #urpose and Scope C
)+! (efinitions, Smbols and References )"
!+ &BG1R'BM&BTA, %'BS1(&RAT1'BS ))
!+) General ))
!+! Tide and ;ater ,evels ))
!+!+) (atum ))
!+!+! Tidal %haracteristics in Hong Kong ))
!+!+6 Mean ;ater ,evels )!
!+!+2 &?treme ;ater ,evels )!
!+6 -athmetr )6
!+2 ;ind )6
!+2+) ;ind Stations in and around Hong Kong )6
!+2+! &?treme ;ind Speeds )2
!+2+6 (irectional (istribution of ;ind )9
!+9 ;aves Generated b ;inds )9
!+9+) General )9
!+9+! ;ave %haracteristics )0
!+9+6 ;ave #arameters )<
!+9+2 ;ave %onditions in Hong Kong !)
!+9+9 ;ave (ata and (ata Sources !!
!+9+0 ;ind (ata for ;ave #rediction !2
!+9+H ;ave #rediction from ;ave Measurement !0
!+9+< ;ave #rediction b Mathematical Modelling !0
9
!+9+C ;ave -rea.ing in Surf Ione !<
!+9+)" 5se of #hsical ;ave Modelling !C
!+9+)) ;ave 'vertopping !C
!+0 Ship ;aves in Harbour !C
#age
Bo+
!+H %urrents 6"
!+H+) General 6"
!+H+! Field Measurements 6"
!+H+6 %urrent #rediction b Mathematical Modelling 6!
!+H+2 5se of #hsical Flo* Modelling 62
!+< Sediments 69
6+ '#&RAT1'BA, %'BS1(&RAT1'BS 6H
6+) General 6H
6+! (esign ,ife 6H
6+6 Ship (ata 6<
6+2 %urrent %onditions 6<
6+9 -erth %onditions 6C
6+0 Tphoon Shelters 6C
6+H Approach %hannels 6C
6+< Bavigation Aids 2"
2+ G&'T&%HB1%A, %'BS1(&RAT1'BS 26
2+) General 26
2+! Marine Geolog and %haracteristics 26
2+6 (etermination of Soil #roperties 20
2+2 (etermination of Roc. #roperties 2C
9+ ,'A(1BG %'BS1(&RAT1'BS 9)
9+) General 9)
9+! ,oading %onditions and %ombinations 9)
9+!+) Bormal ,oading %onditions 9)
0
9+!+! &?treme ,oading %onditions 9!
9+!+6 Temporar ,oading %onditions 96
9+!+2 Accident ,oading %onditions 96
9+6 (ead ,oads 92
9+2 Superimposed (ead ,oads 92
9+9 ,ive ,oads 92
9+9+) ,ive ,oads on (ifferent Tpes of Structures 92
9+9+! (etermination of %ontinuous ,ive ,oads 90
9+0 Tides and ;ater ,evel Gariations 9H
9+H Hdrostatic ,oads 9<
#age
Bo+
9+< Soil #ressure and Ground ;ater #rofiles 9<
9+C ;ind ,oads 9C
9+)" ;ave ,oads 0"
9+)"+) General 0"
9+)"+! ;ave %onditions 0"
9+)"+6 ;ave Forces on Gertical Structures 0!
9+)"+2 ;ave Forces on #iles 06
9+)"+9 ;ave Forces on #ile@supported (ec. Structures 02
9+)"+0 ;ave 5plift 09
9+)"+H ;aves on Rubble Mound Structures 09
9+)) %urrent ,oads 00
9+))+) General 00
9+))+! Stead (rag Forces 00
9+))+6 Flo* 1nduced 'scillations 0H
9+)! -erthing ,oads 0H
9+)!+) General 0H
9+)!+! Assessment of -erthing &nerg 0<
9+)!+6 -erthing Reactions H)
9+)6 Mooring ,oads H)
9+)2 Temperature Gariation H!
9+)9 &arth:ua.es, Movements and Gibrations H6
0+ %'BSTR5%T1'B MAT&R1A,S AB( (5RA-1,1TA H9
0+) General H9
H
0+! Reinforced %oncrete H9
0+6 5nreinforced %oncrete H0
0+2 5nder*ater %oncrete H0
0+9 Steel HH
0+9+) Structural Steel in General HH
0+9+! %orrosion #rotection HH
0+9+6 5se of Stainless Steel HH
0+9+2 General Guidance H<
0+0 Timber H<
0+H Rubber HC
0+< #rotective Measures HC
0+<+) General HC
0+<+! #rotective %oatings for Steel HC
0+<+6 #rotective %oatings for %oncrete <"
0+<+2 %athodic #rotection for Reinforced %oncrete <)
#age
Bo+
0+<+9 %orrosion #rotection of Steel Tubular #iles <)
0+<+0 %orrosion Monitoring <!
0+<+H 1mportant #oints to be %onsidered <6
0+C Armour Roc. <2
0+)" Fill <2
H+ MA1BT&BAB%& <H
H+) General <H
H+! (esign %onsiderations <H
H+6 Maintenance Facilities <<
H+2 (esign Memorandum and Maintenance Manual <<
<+ A&STH&T1%S C)
<+) General C)
<+! #rinciples C)
R&F&R&B%&S C6
<
TA-,&S CC
,ist of Tables )")
Tables )"9
F1G5R&S )!9
,ist of Figures )!H
Figures )!C
A##&B(1J A &ST1MAT1'B 'F ;AG& H&1GHT 1B S5RF I'B& )9)
A##&B(1J - R&%'MM&B(&( S#&%1F1%AT1'B F'R R&1BF'R%&(
%'B%R&T& 1B MAR1B& &BG1R'BM&BT
)0H
A##&B(1J % ;'RK&( &JAM#,&S )H6
G,'SSARA 'F T&RMS AB( SAM-',S )CH
C
1* INTRODUCTION
1*1 P(r#ose and S"o#e
The purpose of the #ort ;or.s (esign Manual 7the Manual8 is to offer guidance on the design
of marine *or.s and structures normall constructed b the Government of the Hong Kong
Special Administrative Region+ Such *or.s and structures include public piers, ferr piers,
dolphins, reclamation, sea*alls, brea.*aters, pumphouses, beaches and associated marine
facilities+ The Manual has been *ritten *ith reference to the local conditions and e?perience+
Therefore, it ma also provide a source of useful data and design reference for other marine
*or.s and structures constructed b other organi>ations or parties in Hong Kong+
The Manual is issued in five separate parts+ The titles of these parts are $
,amma %hannels
5rmston Road
-oth the %heung %hau and ;aglan Stations are better e?posed geographicall
and not directl affected b urbani>ation+ Their *ind data are generall more
representative of the *ind conditions over Hong Kong+
The *ind data at Kai Ta. Airport Southeast Station are subLect to the shelter
effect of the mountains surrounding the harbour+ ;ind data at this station
should not be used for locations outside the inner Gictoria Harbour area+
The mean *ind speeds given in Tables )! to 6" have been corrected to the standard height of
)" m above mean sea level+ Bevertheless, users are advised to consult *ith meteorological
e?perts for the latest information on e?treme *ind speeds+
&?treme *ind speeds for other *ind stations are not sho*n because of the relativel short
period of data collection+
For conversion of the mean hourl *ind speeds to mean speeds *ith durations of less than one
hour, the follo*ing conversion factors ma be cited $
)9
Duration Conversion Factor
) minute )+)C
9 minutes )+))
!" minutes )+"9
) hour )+""
%aution should be ta.en *hen using the above values, as the conversion factors are greatl
affected b the surface roughness and topograph around a site of interest+
+*1*0 Dire"tional Distri.(tion of Wind
#ictorial summaries of the fre:uenc distribution of *ind direction and speed measurements at
Kai Ta. Airport Southeast Station, %heung %hau Station and ;aglan 1sland Station are given
for an annual basis in the form of *ind roses in Figure 2+
+*4 Wa!es Generated .- Winds
+*4*1 General
&stimates of e?treme *ave conditions at a site should ideall be obtained b e?trapolating a
series of *ave measurements made at or close to the site+ Ho*ever, because of the relativel
high cost of setting up a *ave recording sstem, and the need for records covering a suitabl
long period 7more than several ears8 to enable sufficientl reliable e?trapolation, direct *ave
record ma not be available for the design of marine *or.s or structures+
1n Hong Kong *aters, the most severe *ave conditions are usuall associated *ith storm
*aves and, in the absence of *ave records, *ave forecasting from *ind records can be used to
predict such conditions, as outlined in later sections+ 1n some situations, particularl *here
there is direct e?posure to the South %hina Sea and longer period *aves are therefore
considered important, s*ell *aves from distant storms should be ta.en into account during
design+
-ecause of the comple? geographical features in Hong Kong *aters, *aves propagating into
such *aters are li.el to be transformed b processes such as refraction, diffraction, reflection,
brea.ing and seabed friction+ These processes ma have significant influence on the *ave
climate in the area to be studied+ The designer has to assess these factors at an earl stage to
)0
ascertain *hether more sophisticated analsis has to be carried out+ %omputer models are
available for such analsis and are recommended for use in studing the *ave transformation
in comple? areas+ These models have to be calibrated to ma.e sure that the are suitable for
that particular stud area+
+*4*+ Wa!e C%ara"teristi"s
%haracteristics of *aves that should normall be considered in design are given in the
follo*ing paragraphs+
7)8 ;ind ;aves and S*ells
;aves can be broadl classified as *ind *aves and s*ells+ ;ind *aves, also .no*n as seas,
are those under the influence of *ind in a generating area+ 1n general, *ind *aves are highl
irregular in appearance and tend to be short@crested+ S*ells, on the other hand, are *ind@
generated *aves that have travelled out of the region of their generating area+ 'utside the
generating area, no energ is supplied from the *ind, and therefore s*ells graduall deca due
to various energ dissipating and transformation processes, but their periods are elongated
during propagation+ S*ells have regular, long crest appearance, and are less steep than *ind
*aves+ A sea state ma consist of Lust *ind *aves or Lust s*ells or ma be a combination of
both+
;aves can also be broadl classified as deep *ater and shallo* *ater *aves according to the
*ater depth to *avelength ratio as follo*s $
1ntermediate@depth *ater
*aves
;ater depth3*avelength ratio bet*een "+"2 and "+9
%ase ) $ Sea state *ith *ind *aves and s*ells K A storm generates deep*ater
*aves that propagate across shallo*er *ater *hile the *aves continue to gro*
due to *ind+
%ase ! $ Sea state *ith *ind *aves onl K ;ind blo*s over the *ater areas
around the site of interest and generates *aves that propagate to the site+ 1n this
case, there is no propagation of *aves as s*ells from a remote area+
%ase 6 $ Sea state *ith s*ells onl K A storm generates *inds in an area remote
from the site of interest and as *aves cross shallo*er *ater *ith negligible
*ind, the propagate to the site as s*ells+
All cases ma happen at a site, but the first and the second cases are relativel comple? and
)<
re:uire mathematical model for reasonable treatment in particular *hen variable shoreline and
seabed topograph are present+ The use of mathematical model for *ave estimation is given
in Section !+9+<+
The third case ma be handled b appro?imating the s*ell as a monochromatic *ave, and
manual refraction and shoaling calculation methods ma be used to estimate the nearshore
*ave climate+ 1n variable seabed bathmetr, ho*ever, these manual procedures have the
dra*bac.s of ra crossing and bathmetr inade:uac on ra paths that *ill result in
inaccurate *ave estimate, and the use of mathematical model is still recommended+
+*4*0 Wa!e Para$eters
There are t*o approaches to describe the *aves in the natural sea state, namel, the *ave train
method and the spectral method+
7)8 ;ave Train Method
The *ave train analsis determines the *ave properties b finding the average statistical
:uantities of individual *ave components present in a *ave record+ T*o of the most
important parameters necessar for ade:uatel :uantifing a given sea state are the *ave
height and the *ave period+
The most commonl used characteristic *ave height parameter to represent the *ave
condition of a sea state is the significant *ave height+ The significant *ave height has been
found to be ver similar to the estimated visual *ave height b an e?perienced observer+ The
definitions of tpical *ave parameters are given as follo*s $
Significant *ave height K The average of the highest one@third of the *ave
heights in a *ave record is called the significant *ave height 7H
)36
or H
s
8+ From
one *ave record at a point *ith B measured *ave heights, the significant *ave
height can be estimated b ordering *aves from the largest to the smallest and
assigning to them a number from ) to B+ The average of the first highest B36
*aves is the significant *ave height+
Significant *ave period K 1t is the average of the periods of the highest one@third
of the *ave heights in the *ave record 7T
)36
or T
s
8+
Mean *ave period K 1t is the average of all the *ave periods in the *ave record+
)C
The mean *ave period obtained b averaging the periods of all the *aves *ith
troughs belo* and crests above the mean *ater level is also called the >ero@
crossing period T
>
+
;ave height measurements in deep *ater have been found to closel obe a Raleigh
distribution+ For Raleigh distributed *ave heights, the ma?imum *ave height H
ma?
in a *ave
record can range from )+0H
)36
to !H
)36
$ a larger H
ma?
tends to appear as the number of *aves in
a record increases+ The relationship of other higher *ave heights *ith H
)36
is sho*n in
Table 6)+ The Raleigh distribution is generall ade:uate e?cept for shallo* *ater *here no
universall accepted distribution for *aves e?ists+ ;ithin the surf >one, larger *aves are
graduall eliminated b the depth@limited brea.ing process and the *ave height distribution
becomes narro*er than the Raleigh distribution+ Thus, in the surf >one region, the Raleigh
distribution should not be applied and the method described in Section !+9+C ma be used to
estimate the relationship bet*een H
)36
and H
ma?
+
The *ave period does not e?hibit a universal distribution la* but the relationship of the
significant *ave period and the >ero crossing *ave period ma be appro?imatel related in a
general *a as follo*s $
T
)36
O )+!T
>
The periods of other larger *ave heights 7see Table 6)8 ma be ta.en as e:ual to the
significant *ave period+
7!8 Spectral Method
5nli.e the *ave train method, the spectral analsis method determines the distribution of
*ave energ *ith respect to the fre:uenc and direction b converting time series of the *ave
record into a form of energ spectral densit function, *hich is called the directional *ave
spectrum+ The directional spectrum is e?pressed as the product of the fre:uenc spectrum and
the directional spreading function+ The *ave fre:uenc spectrum ma be obtained from a
continuous time series of the sea surface elevation *ith the aid of the Fourier analsis b
considering the *aves as a linear superposition of a large number of simple, small@amplitude
*avelets *ith different fre:uencies travelling independentl of one another+ The
representation of the *aves in the form of *ave spectrum is sho*n in Figure 9+ The
directional spreading function e?presses the degree of *ave energ spreading in the a>imuth
from the principal direction of *ave propagation+ ;ind *aves sho*s a large directional
spreading, *hile s*ells have a narro* spreading+
!"
The *ave spectrum gives an estimate of the spectral significant *ave height H
m"
b the
follo*ing relationship $
" m"
m 2 H =
*here m
"
is >ero@th moment or the total area of the *ave spectrum+
The period parameter that can be obtained from a *ave spectrum is the pea. period, defined as
the period associated *ith the largest *ave energ 7see Figure 98+ An appro?imation of the
>ero crossing *ave period ma be obtained from the *ave spectrum b the follo*ing
relationship $
!
"
>
m
m
T
*here m
!
is the second moment of the *ave spectrum in fre:uenc time domain as indicated
in Figure 9+
and T
>
is the >ero crossing period+
The >ero@crossing period from the spectral method is onl an appro?imation and the pea.
period can onl be obtained through the spectral analsis+ For *ind *aves in deep *ater, the
pea. period T
p
ma be appro?imated b T
p
P )+)T
)36
in the absence of realistic information+
The fre:uenc spectra for storm *aves ma sometimes be multi@pea.ed+ 'ne pea. ma
correspond to s*ells occurring at lo*er fre:uencies 7longer periods8 and one or sometimes
more pea.s are associated *ith local *ind *aves at comparativel higher fre:uencies 7shorter
periods8+ The direction of s*ells ma also differ from those of *ind *aves+ 1n a multi@pea.ed
spectrum, the effect of different pea. periods and the >ero crossing period calculated from
such a spectrum should be investigated in the design+
768 Relationships of H
)36
and H
m"
The principles of modern *ave forecast mathematical models and *ave recorders are
generall based on the spectral method providing outputs on the above spectral *ave
parameters+ Ho*ever, the significant *ave height H
)36
is commonl used to characteri>e the
*ave condition and therefore, it is necessar to understand the relationships bet*een the *ave
parameters derived from the *ave train and spectral methods+
;hile H
)36
determined from the *ave train method is a direct measure of the significant *ave
!)
height, H
m"
from the spectral method provides an estimate of the significant *ave height+ A
number of field measurements over the *orld have ielded the average relationship of H
)36
P
"+C9 H
m"
in deep *ater+ As *aves propagate into shallo* *ater, *aves e?hibit nonlinear
characteristics and H
)36
becomes e:ual to or even slightl greater than H
m"
+ ;hen *aves
further travel into ver shallo* *ater and begin to brea., ho*ever, the spectral analsis loses
its effectiveness because *aves cannot be considered as a linear superposition of small@
amplitude *avelets+ Thus, the estimation of H
)36
based on H
m"
should be made in deep to
relativel shallo* *ater onl+ ;hen the *ave information *ithin the surf >one is re:uired, it
is recommended to begin *ith the spectral data in the offshore and to evaluate the *ave
transformation b brea.ing as given in Section !+9+C+
+*4*1 Wa!e Conditions in &ong Kong
5nder normal *eather conditions, *aves are usuall mild in most parts of Hong Kong *aters+
;hen strong monsoon *ind prevails, higher *aves can be e?perienced at the more e?posed
locations and ma last for a fe* das or even longer in the presence of the monsoon *ind+
According to the Hong Kong 'bservator, northeasterl monsoon occurs from September to
Ma *hile south*esterl monsoon blo*s from Qune to August, and the northeasterl monsoon
is usuall stronger than the south*esterl monsoon+ Hence, *aves due to northeasterl
monsoon are generall higher than those generated b the south*esterl monsoon+
&?treme *ave conditions in Hong Kong are due to tropical cclones+ %clone is an area of
lo* atmospheric pressure surrounded b a circular *ind sstem attaining ma?imum *ind
speed near its center+ ;inds due to tropical cclones are characteri>ed b their high speed and
rapidl changing direction and the *ind field normall covers a large region+ The *ave
climate in Hong Kong *aters changes *hen a tropical cclone encroaches upon Hong Kong,
as described belo* $
;hen the cclone is far a*a, its *ind sstem has little or minor effect on the
*ave climate in Hong Kong+ ,ocal *ind *aves are generall insignificant+
There could be a noticeable increase in the offshore s*ells from the southerl
and southeasterl directions travelling a long distance from the cclone+
As the cclone moves closer to Hong Kong, s*ells in Hong Kong *aters
become stronger and the local *ind speeds also increase at the same time+
(epending on the location of the cclone and its distance from Hong Kong, the
s*ells and the local *ind *aves are not necessaril approaching from the same
direction+
!!
;hen the cclone passes over or in the close vicinit of Hong Kong, ver strong
*inds can prevail, resulting in high local *ind *aves+ At the same time,
offshore s*ells continue to contribute to the local *ave climate for areas
e?posed to the southerl or southeasterl direction+
5nder normal *eather condition, the use of a constant uniform *ind field is considered
appropriate for *ave prediction+ 1n e?treme condition during tropical cclones, *ave
prediction using mathematical *ave models capable of handling time varing non@uniform
*ind field is regarded as the most realistic *ave prediction method in principle+ Ho*ever, this
involves significant calibration effort and difficult in getting comprehensive *ind data over
large area coverage throughout the period of tphoon development and propagation+ The use
of constant uniform *ind fields using the e?treme *ind speed data corresponding to various
incoming *ave directions given in Tables )! to 6" ma be considered acceptable as a
pragmatic alternative in *ave prediction for engineering design+
+*4*4 Wa!e Data and Data So(r"es
7)8 Measurement (ata
;ave information can be obtained directl from field measurement+ For general information
on *ave recording and analsis, reference ma be made to Section !0 of -S062C$#art )
7-S1, !"""8+
T*o bed@mounted *ave recorders have been installed near Kau Ai %hau and ;est ,amma
%hannel as sho*n in Figure 0 since )CC2 as part of %ivil &ngineering (epartment=s long term
*ave monitoring programme in Hong Kong *aters+ The follo*ing parameters are provided
from the outputs of the recorders $
;ind speed at the level of )" m above mean sea level should generall be used
in *ave prediction formulae or mathematical *ave model+ The *ind speeds
given in Tables )! to 6" can be considered to have been corrected to )" m above
!9
mean sea level for this purpose+ Among the three *ind stations given in this
#art of the Manual, correction has been applied to the *ind data measured at
;aglan 1sland and %heung %hau *ind stations *hich have recording heights of
H9 m 7<! m after )CC68 and C! m above mean sea level respectivel+ The
correction *as made using a relationship derived from measured *ind speeds at
;aglan 1sland and the measured *ind speeds close to the standard height of
)" m at Hong Kong 'bservator in the 9"=s 7%hin R ,eong, )CH<8+ Bo
correction *as made for the *ind data at Kai Ta. Airport Southeast Station as
the recording height, *hich is )" to )0 m above mean sea level, is close to the
standard height of )" m+ 1t should be noted that the normal *ind@height
adLustment formulae, including the one@seventh po*er la* and the Hellman
formula, are not recommended for use in Hong Kong conditions+
The *ind speed should be adLusted from the duration of the observation to an
averaging time appropriate for *ave prediction+ 1n general, several different
averaging times should be considered for *ave prediction to ensure that the
critical *ave condition can be identified+ %onversion factors for duration of
*ind speeds less than one hour are given in Section !+2+!+ Ho*ever, the
applicabilit of these conversion factors to a site of interest should be chec.ed
b the users of this Manual because the conversion factors listed there are not
universall applicable+ For duration greater than one hour, the respective *ind
speed information is given in Tables )9 to 6"+
1f the *ind data are collected inland, the measured *ind speeds ma not be able
to represent the *ind speeds over *ater+ Bo simple method can accuratel
represent the comple? relationship of inland and over@*ater *ind speeds+
Ho*ever, if a *ind measurement station on land is adLacent to the *ater bod,
the measured *ind speeds ma be considered e:uivalent to those over *ater+
This applies to the *ind speeds given in this Manual as the *ind stations are
located adLacent to the sea+
An adLustment for the effect of the stabilit of the boundar laer of the
atmosphere on the *ind speeds due to air@sea temperature difference should be
made b means of a stabilit correction factor for fetch length e?ceeding a
certain distance+ 1n the absence of local information, a stabilit correction factor
of )+) ma be assumed for fetch length greater than )0 .m for the purpose of
*ave assessment+
!0
+*4*6 Wa!e Predi"tion fro$ Wa!e Meas(re$ent
&stimates of e?treme *ave conditions b e?trapolation of measured *ave data are onl
reliable if the original data are derived from a large number of ears+ The method of
prediction consists of plotting the initial *ave heights against the cumulative probabilities of
occurrence, using an appropriate probabilit function+ The obLective is to achieve a graph
*hich ma then be e?tended to give an estimate of the e?treme conditions+ An e?ample of
such method can be found in Section !H of -S 062C$#art ) 7-S1, !"""8+
+*4*7 Wa!e Predi"tion .- Mat%e$ati"al Modelling
The use of mathematical models to estimate the *ave conditions is recommended for *ater
areas *ith variable bottom topograph and shoreline configuration and subLect to the effect of
s*ells and *ind *aves+ (etails of the input re:uirements var among various tpes of models
developed b different organi>ations and therefore reference should be made to the user=s
manuals of these models accordingl *hen the models are used+ &?pert advice or input should
be sought *here appropriate as specialist soft*are and e?perience are usuall re:uired in *ave
modelling+
;here mathematical *ave modelling is applied, a modelling report should be prepared to
describe the *ave spectrum emploed and the modelling approach, procedures and results,
and should include the follo*ing information $
7)8 ;ave Spectrum
;ave transformation analsis should be made for irregular *aves e?cept for special cases such
as long@travelled s*ells approaching a coast *ith nearl parallel, straight depth contours for
*hich monochromatic *ave analsis ma ield reliable results+ -ecause transformations of
irregular *aves depend on the functional shapes of directional *ave spectrum, the fre:uenc
spectrum and directional spreading function emploed should be stated so that a chec. of the
analsis can be made after*ard+
7!8 Tpes of ;ave Models
The tpe of models and their principles, assumptions and limitations should be specified
because each tpe of model has its range of applications reflecting its theoretical basis+ For
e?ample, *ave propagation models ma not be able to give detailed description of the *ave
climate in a tidal basin, harbour or tphoon shelter due to diffraction and reflection and
!H
therefore separate diffraction and reflection models ma be used in combination *ith the *ave
propagation models under such condition+ &?planations should be given on *h the chosen
models are suitable for the proLect and the re:uired accurac of the *ave results+
768 Site Analsis
A general description of the phsical characteristics of the site should be given as the *ould
be important in the selection of the model boundar, applicabilit of the tpe of *ave models
to be used and understanding the problems that ma arise in the analsis+ This should include
the laout of shorelines, seabed irregularit, *ater depth and the e?posures of the site to
different incoming *ind or *ave directions+ Special features such as presence of shoals,
seabed depressions, navigation channels, islands, headlands and structures should be
highlighted+
728 Model Set@up
The report should provide the input information in the *ave models, *hich should include the
follo*ing $
-athmetr+
;ater level+
The *ave climate is dominated b the ship *aves *hich are highl irregular in
nature+
The period of the ship *aves so generated tends to be short and is in the range of
about ! to 9 seconds+
;aves in the *estern portion of the harbour area are stronger than those in the
6"
eastern portion+
;aves in the region off the north*est shore of Hong Kong 1sland are generall
the strongest in the harbour area+
;aves in bus navigation area are stronger than those in open areas *ith less
marine activities+
T*o meteorological seasons prevail in the region of the #earl River &stuar $ the
dr season lasts appro?imatel from 'ctober to April in *hich the northeast
monsoon in the South %hina Sea dominates and the *et season lasts from
appro?imatel Qune to August in *hich the south*est monsoon prevails+ These
t*o maLor seasons are separated b a transitional period *hich generall e?tends
over the month of Ma and September+ (epending on the amount of rainfall
received *ithin the drainage basin of the #earl River, the amount of fresh*ater
discharged into the estuar varies significantl in these t*o seasons+ As a result,
the current velocities measured in these t*o seasons *ill also var significantl+
Gariation of tide in the region is characteri>ed b the spring and neap tides
according to the relative positions of astronomical bodies+ Since tidal flo* is
one of the essential forcing conditions to the estuarine behaviour, each seasonal
field measurement should be conducted to cover a spring and neap tide+
The shoreline in the model should ta.e into account .no*n and foreseeable
reclamation or marine structures constructed along the shore+
The model boundaries should be set as far a*a from the areas of interest as
66
possible, but *ithout covering too large an area that *ill affect the
computational efficienc as inaccuracies and uncertainties in the boundar
conditions *ill immediatel affect the model performance+ 1f the e?tent is too
small, the phenomena in the modelled area *ill be dominated b the boundar
conditions+ The natural effects of the geometr, depth and friction on the flo*
*ill not be able to be reflected in the computation+
Tpe of flo* model emploed and the principle, assumptions, limitations and
range of applicabilit+
1nput data, including boundar conditions, *ind speed and direction, river
discharge and other phsical parameters+
;here the phsical model can be built and operated at a competitive cost in
relation to other options+
;here the influence of vortices generated from the edges of structures or the
sharp corners of topograph needs to be studied+
69
+*7 Sedi$ents
1n general, the sedimentation rate at estuaries and coastal regions is dependent on river
discharge, land erosion, tidal current as *ell as the prevailing storm and *ave climate+ 1n
Hong Kong *aters, the natural long@term sedimentation rate is governed primaril b the
amount of sediments originating from the river discharges and tidal currents+ Since the
transport and deposition processes of sediments are ver comple?, analtical prediction of the
suspended sediment concentrations and the prevailing sedimentation rate at a given area of
interest is difficult+ Mathematical modelling is therefore used to simulate and assist in
predicting the outcome of such comple? processes+
Sediment models simulate the transport of sediments b advection, *ind, settling,
resuspension and random turbulent processes+ 1n most cases, sediment models use a
hdrodnamic database that is generated b a flo* model similar to that mentioned in
Section !+H+6 as the basic input+ To minimi>e computational effort *ithout compromising on
accurac, the computational grid of a sediment model is normall an optimum aggregation of
the flo* computational grid+ ;ith the hdrodnamic database in the bac.ground, other
phsical and control parameters are used as input to simulate the phsical processes involved+
The results of a sediment model stud are Lust as good as the calibration of these parameters+
Hence, phsical parameters such as settling velocit of the sediments and critical stresses for
resuspension and sedimentation have to be calibrated before the models can be reliabl used in
an sedimentation studies+
To calibrate the above phsical parameters, it is generall agreed that the follo*ing field data
*ill be ver useful in the calibration of a sediment model for sedimentation studies $
&ffects of factors *hich act against the stabilit and functions of the structure,
including fatigue loading, corrosion, marine gro*th and soil strength reductions,
and the corresponding maintenance effort re:uired to ensure that the stabilit
and functional re:uirements of the structure can still be met+
#robabilit level that particular limit states or e?treme events *ill occur during
the design life+
%ost benefit of the design life being considered, including an assessment of the
6<
capital cost and overall maintenance cost of the structure together *ith an
associated replacement cost re:uired+
Tidal variations+
%hannel depth+
%hannel alignment+
(ead loads+
,ive loads due to normal *or.ing operations 7the most severe arrangement
li.el to occur simultaneousl8+
Soil pressures+
Hdrostatic loads+
Guidance on the calculation of environmental loads associated *ith normal *or.ing
operations is given later in this %hapter under each tpe of loading condition+ 1t should be
assumed that ma?imum imposed live loads can occur simultaneousl *ith ma?imum vessel
imposed loads from either berthing or mooring, *hichever gives the most severe effect+ 1t is
possible for mooring loads to occur at the same time as berthing for certain si>e and geometr
of the structure such as a Lett allo*ing berthing on one side and mooring on the other side+ 1n
this latter case, the most severe combination of berthing and mooring loads should be
determined b the designer and this combination assumes to occur simultaneousl *ith
ma?imum imposed live loads+
For normal environmental loads, it should be assumed that ma?imum loads from *inds,
currents and *aves can occur simultaneousl+ All directions should be considered *hen
assessing the most severe effects from these loads+
4*+*+ E2tre$e Loading Conditions
These loading conditions are associated *ith the most severe environmental conditions *hich
the structure is designed to *ithstand+ 1t is assumed that under these conditions most normal
operations, such as vessel berthing and mooring, pedestrian and vehicle movements, and cargo
storage and handling, *ill have ceased+ A combination of the follo*ing should be considered $
Hdrostatic loads 7in some cases, these *ill be different from Bormal ,oading
%onditions, e+g+, due to difference in *ater levels8+
1t should be assumed for e?treme environmental loads that ma?imum effects from *inds,
currents and *aves can occur simultaneousl, but ma?imum effects from temperature
96
variations should be considered separatel+ Gessel@imposed loads can be ignored under
e?treme environmental conditions from *inds, currents and *aves, as these *ill occur during
tropical cclone conditions *hen normal vessel movements *ill have ceased+ Ho*ever,
vessel@imposed loads should be combined *ith ma?imum effects from temperature variations+
Guidance on live loads to be considered under e?treme environmental conditions from *inds,
currents and *aves is given in later sections of this chapter+ Bormal ma?imum live loads
should be combined *ith ma?imum effects from temperature variations, as these variations
*ill not occur during tropical cclone conditions+
5nless stated other*ise, the e?treme environmental conditions for structures having a design
life of 9" ears should be ta.en as those having return periods of )"" ears+ ;here special
circumstances appl, resulting in a shorter or longer design life, the return period should be
adLusted accordingl+ The relationship of the return period and the design life is sho*n in
Figure ))+
4*+*0 Te$#orar- Loading Conditions
Temporar ,oading %onditions are those *hich arise during construction, to*ing, installation
or the carring out of unusual but foreseeable operations, such as the application of a test load+
For these conditions, a combination of the appropriate dead and ma?imum temporar loads,
together *ith the associated environmental loads, should be considered+ Temporar design
and environmental conditions should be appropriate for the location, and for the time of ear,
*hen the construction or operation *ill be carried out+
4*+*1 A""ident Loading Conditions
Accident ,oading %onditions are those *hich occur during accidental impact b a vessel+ For
these conditions, a combination of dead, superimposed dead and hdrostatic loads, soil
pressures, live loads and normal environmental loads, together *ith the appropriate accident
berthing load, should be considered+ Guidance on accident berthing loads is given later in this
%hapter+ The above combination is to some e?tent artificial, as an accident can occur at a time
of normal or e?treme environmental loading conditions+ Ho*ever, it is not normall
necessar to combine accident berthing loads *ith ma?imum imposed loads and e?treme
environmental loads because of the lo* probabilit of their simultaneous occurrence+ The
need for chec.ing of accident loading conditions *ill depend on $
Footpaths, ccle trac.s, open pla areas and the li.e $ )" .#a
'vertopping+
Soil pressures+
;ater inflo* from land*ard and from sea*ard sides of the sea*all+
Surface and bac. drainage provided to cater for surface and ground *ater+
1n relativel simple conditions, the ground *ater profiles illustrated in Figure )2 ma be used
as a reference+ ;here the land behind the sea*all is paved, the flo* from land*ard sources is
negligible, and ade:uate surface and bac. drainage behind the structure are provided, the
ground *ater profile in the fill behind the sea*all ma be ta.en as almost hori>ontal at a level
higher than the still *ater level+ 5nless there is clear evidence to the contrar, a tidal lag of
not less than "+H m and )+" m above the still *ater level under normal loading conditions and
e?treme loading conditions respectivel ma be used in design+
1n addition to the above *ater level lags, *here the land behind the sea*all is not paved and
the fill is highl variable, the ground*ater profile should ta.e into consideration the *orst
credible ground *ater conditions that *ould arise in e?treme events selected for design+
Guidance on the determination of the *orst credible *ater conditions are given in Geoguide )
7G&', )CC6a8+
;here the flo* from land*ard sources is significant, the effects of the ground *ater profile
should be evaluated b field investigations+
4*8 Wind Loads
For the assessment of *ind loads on marine structures and for the loading conditions referred
to in Section 9+!, the follo*ing design *ind pressures ma be assumed $
Loading Conditions Design Wind Pressures
Bormal )+! .#a
&?treme 6+" .#a
Accident )+! .#a
0"
For Temporar ,oading %onditions, the design *ind pressure should be assessed b the
designer for each individual case, ta.ing into account the follo*ing points $
The design *ind pressure of )+! .#a for Bormal and Accident ,oading
%onditions corresponds to a gust of about 22 m3s, *hich is the ma?imum gust
e?pected to occur *ith a mean hourl *ind speed of )H m3s 766 .nots8+ This b
definition is the ma?imum mean hourl *ind speed li.el to occur *hile
Tropical %clone Signal Bo+ 6 is hoisted or *ithin the first fe* hours of the
hoisting of Tropical %clone Signal Bo+ <+ The above assumes a gustiness
factor 7ratio bet*een ma?imum gust and mean hourl *ind speed8 of about !+0,
*hich is not normall e?ceeded under Hong Kong conditions+ For details of
gustiness factors, reference ma be made to %hen 7)CH98 and #oon 7)C<!8+
The design *ind pressure of 6+" .#a under e?treme environmental conditions
corresponds to a gust of about H" m3s 7)60 .nots8, *hich is the ma?imum gust
e?pected to occur *ith a return period of about 9" ears in Hong Kong *aters+
;ind forces on structures and elements of structures ma be calculated in accordance *ith
Hong Kong %ode of #ractice on ;ind &ffects 7-((, )C<68+
4*1: Wa!e Loads
4*1:*1 General
;ave loads on a structure are dnamic in nature, but *hen the design *ave period is much
higher than the structureNs fundamental period, as *ill be the case for the vast maLorit of
structures covered b this Manual, these loads ma be ade:uatel represented b their static
e:uivalents+ General guidance on dnamic responses and vibrations are covered in
Section 9+)9+ The crest or trough of an design *ave should be positioned relative to a
structure such that the *ave forces have their ma?imum effect on the structure+ 1t should be
noted that the ma?imum stress in elements of the structure ma occur for *ave positions,
directions and periods other than those causing the ma?imum force on the structure and such
effect should be considered in design+ Allo*ance should also be made in calculations for the
build@up of marine gro*th on the structures+ ;here no other information or site
measurements are available, a uniform effective thic.ness of )"" mm of marine gro*th for all
surfaces belo* mean sea level ma be assumed+
0)
4*1:*+ Wa!e Conditions
The *ave conditions that should be assessed in design should be Lointl described *ith the
*ater levels as these t*o variables are correlated 7HK#5, !"""8+ For marine *or.s *ith a
design life of 9" ears, the follo*ing *ave conditions and *ater levels should normall be
considered $
Loading Conditions Waves and Water Levels
&?treme
&?treme *ave condition at )""@ear return period
and e?treme *ater level at )"@ear return period+
Bormal
;ave condition at tropical cclone signal no+ 6 or
*ithin the first fe* hours of the hoisting of
tropical cclone signal no+ < and ma?imum *ater
level at !@ear return period+
Accident
Same as normal loading condition+
Temporar
;ave condition to be assessed b designers for
each individual case+
The e?treme *ave and *ater level conditions given above refers to e?treme environmental
events *ith return periods of about )"" ears+
0!
;hen *ind data are used for determining the *ave heights, the e?treme *ind speeds sho*n in
Tables )! to 6" ma be used to estimate the *ave heights under e?treme loading conditions+
1n this connection, it ma be assumed that the )""@ear *ind *aves are generated b the )""@
ear *inds, the 9"@ear *ind *aves b the 9"@ear *inds, the )"@ear *ind *aves b the )"@
ear *inds and so forth+ For the assessment of *ave heights under normal and accident
loading conditions, a mean hourl *ind speed of )H m3s, or the e:uivalent *ind speed
adLusted for duration, ma generall be used+ The reason for selecting this particular mean
hourl *ind speed is given in Section 9+C+ For temporar loading conditions, the designer
should assess the design *ave parameters for each situation, ta.ing into account the li.el
*ind speeds and *ater levels to be e?perienced+
1n each loading condition, the effect of s*ells ma be considered *ith reference to Table 62 in
*hich the offshore *ave data of Hong Kong are given+ For assessing the *ave conditions in
normal loading and accident loading conditions, the !@ear *ave data ma be used in the
absence of more realistic *ave information+ Similarl, for assessing the *ave conditions in
e?treme loading condition, the respective *ave data corresponding to the return period of the
e?treme *ave conditions ma be used+
1t should be noted that for different tpes of structure, different loading cases and different
conditions, the critical still *ater level ma be the minimum, ma?imum or some intermediate
level+ For e?ample, smaller *aves at a lo*er sea *ater level ma brea. near the shore *hile
those higher *aves at higher sea *ater level ma not brea.+ The associated brea.ing *aves of
the smaller *aves ma represent a more critical condition to the structures than the higher
non@brea.ing *aves+ The full range of *ater levels in addition to the *ater levels mentioned
in the above paragraphs should be investigated b the designer+
4*1:*0 Wa!e 'or"es on /erti"al Str("t(res
;aves incident upon a long vertical surface ma be reflected *ithout brea.ing and a standing
*ave *ill be formed in front of the *all+ 1n certain depths, relative to the *avelength and
*ave height, *aves ma brea. against the *all producing impulsive loading *hich ma be
ver large over small surface area+ The follo*ing paragraphs recommend methods to estimate
the average *ave pressures on a long structure+
7)8 ;ave #ressure under ;ave %rests
The ma?imum *ave pressure on a long vertical reflective *all ma be estimated b the
06
method of Goda as referred to in -S 062C$#art ) 7-S1, !"""8+ A summar of the method is
given in Figures )9 and )0+ The method deals *ith both the standing and brea.ing *ave
forces in a single formula+ The formulae ma.e use of the *ave height parameter H
ma?
as the
design *ave height+ The basic concept is to design the structure against the largest single
*ave force e?pected during the design sea state, assuming that the largest force could be
evaluated *ith the highest *ave in a *ave group+ Goda recommended that H
ma?
can generall
be ta.en as )+<H
)36
sea*ard of the surf >one, *hereas *ithin the surf >one the height is ta.en
as the highest of the random brea.ing *aves H
ma?
at the location of a distance e:ual to 9H
)36
sea*ard of the structure as given b the e:uations sho*n in Appendi? A+ The *ave period to
be used in the formulae can be ta.en as the significant *ave period T
)36
+
A trape>oidal shape of pressure distribution is assumed along the face of the vertical *all+ 1t
should be noted that the *ater depth above the rubble foundation is measured from the top of
the rubble laer but the *ave pressure is e?erted do*n to the bottom of the vertical *all+
The method of Goda also calculates the *ave uplift pressure acting on the bottom of the
structure in addition to the buoanc due to displaced *ater belo* the design *ater level+ A
triangular distribution of uplift pressure under the structure is assumed as almost free drainage
is provided b the rubble mound of the foundation+
7!8 ;ave #ressure under ;ave Trough
;hen the trough of an incident *ave ma.es contact *ith a vertical *all, the pressure e?erted
on the *all becomes less than the hdrostatic pressure under the still *ater level+ As a result,
the vertical *all e?periences a net pressure sea*ard+ The solution for *ave pressure under a
*ave trough, in particular that of brea.ing *aves, has not et been full developed+ -ut as far
as the pressure of standing *aves is concerned, the *ave pressure distribution under the
trough ma be determined according to the theor of Sainflou as given in Figure )H+ The
ma?imum *ave height H
ma?
should be used as the design *ave height in the calculation of
*ave pressures under *ave troughs+ Such a pressure *ill li.el govern the stabilit of the
structure against sliding and overturning sea*ard+
4*1:*1 Wa!e 'or"es on Piles
;ave force due to non@brea.ing *aves on a circular pile *hich does not obstruct *ave
propagation ma be calculated from Morison=s e:uation as the sum of a drag force and an
inertia force+ The method, summari>ed in Figure )<, is applicable for (3, "+!, *here ( is
the pile diameter and , is the *avelength+ %aution is given here, ho*ever, that the use of
02
linear *ave theor in evaluating the *ave orbital velocit ma lead to an underestimation of
the *ave force *hen the ratio of *ave height to *ater depth or the *ave steepness cannot be
regarded small+ 1t should also be noted that the crest elevation above the mean sea level is
greater than H3! because of the finite amplitude *ave effect, *here H is the *ave height+
Suggested values of the drag coefficient in the Morison=s e:uation are sho*n in Figure )C and
a value of ! is recommended for the inertia coefficient for circular piles+
For brea.ing *aves, the Morison=s e:uation ma also be applied under the assumption that the
*ave acts as a *ater mass *ith high velocit on the pile *ithout acceleration+ The inertia
coefficient ma be ta.en to be >ero *hereas the drag coefficient ma be increased to )+H9+
This recommendation, ho*ever, is based on limited information+ -rea.ing *ave force
generall occurs in ver shallo* *ater region 7e+g+ surf >one8+ Although the brea.ing *ave
force ma be greater per unit length of the pile, the pile length subLect to action of brea.ing
*aves is usuall shorter in ver shallo* *ater area as compared to that in deeper *ater and
this possibl results in a smaller total force+ Hence, pile design ma be governed primaril b
vertical loads acting along the pile under such condition+
The design *ave height ma be ta.en as !H
)36
sea*ard of the surf >one, *hereas *ithin the
surf >one the height is ta.en as the highest of the random brea.ing *aves H
ma?
at the location
of a distance e:ual to 9H
)36
sea*ard of the structure as given b the e:uations sho*n in
Appendi? A+ The *ave period to be used in the formulae can be ta.en as the significant *ave
period T
)36
+
%are should be ta.en that for piles standing closer than about four pile diameters, the loading
for the front piles standing side b side in ro*s parallel to the *ave crest should be increased
b the follo*ing factors 7&A5, )CC"8 $
Pile Centre-to Centre Distance Factor
! ? #ile (iameter )+9
6 ? #ile (iameter )+!9
2 ? #ile (iameter )+"
For the assessment of *ave forces on piles, the area normal to the flo* or *ave propagation
should include an allo*ance for marine gro*th+ ;here no other information or site
measurements are available, a uniform effective thic.ness of )"" mm of marine gro*th for all
surfaces belo* mean sea level ma be assumed+
09
4*1:*4 Wa!e 'or"es on Pile<s(##orted De" Str("t(res
For some structures, it *ill be necessar to separate the structure into different elements and
appl different theories to different elements in order to assess the total *ave load on the
structure+ For a pile@supported dec. structure consisting of a relativel open concrete dec.
supported on piles, the dec. should be considered to consist of a solid concrete dec. edge,
*ith effective depth to be assessed b the designer, for *hich reflective conditions mentioned
in Section 9+)"+6 *ill appl if the dec. length is sufficient+ -elo* this solid concrete dec.
edge, *ave loads on the piles should be assessed separatel using MorisonNs e:uation+ 1t
should normall be assumed that ma?imum *ave forces on the dec. edge and piles can occur
simultaneousl+ Ho*ever, it should be noted that ma?imum *ave forces ma not occur
simultaneousl at all piles in a pile bent+
1t is particularl important *hen assessing *ave forces for pile@supported dec. structures,
*here reflective conditions ma appl for one part and MorisonNs e:uation for another part of
the structure, to chec. *ave forces for different still *ater levels+ The critical still *ater level
for *ave loads on different elements of the structure *ill not al*as be the same, and *ill not
al*as correspond to the critical *ater level for *ave loads for the structure as a *hole+
4*1:*5 Wa!e U#lift
For a dec. *hose soffit is Lust above the still *ater level, incoming *aves ma e?ert impulsive
uplift forces as the rising *ater surface hits the dec.=s soffit+ The impulsive uplift is
characteri>ed b the relativel high magnitude but short duration+ There have been some
instances of damage of open@tpe *harves *ith dec.s supported b vertical piles, in *hich the
connecting parts bet*een dec.s and piles *ere destroed and the dec.s *ere uplifted *hile
partiall damaged+ The access bridges bet*een the dec.s and the earth retaining *alls ma be
fallen do*n b the action of impulsive *ave uplift+ The magnitude of uplift intensit is hard
to evaluate+ -ased on a stud on *ave absorbing sea*all for the Gictoria Harbour
7HK5, )CC<8, the average uplift pressure on the dec. soffit Lust above the still *ater level ma
be in the order of )+6 to )+H*
H
ma?
, *here *
is the unit *eight of sea*ater+ Ho*ever, the
instantaneous uplift pressure ma locall rise more than )"*
H
ma?
, but the e:uivalent static
pressure for calculating stresses *ithin the dec. should be less than 2 times the hdrostatic
head of the design *ave height 7'%(1, !""!8+
4*1:*6 Wa!es on R(..le Mo(nd Str("t(res
For rubble mound structures protected b roc. armour or concrete armour units on the slope,
00
the overall stabilit and the unit stabilit must be fulfilled for the structure to remain stable
under *ave actions+ 1t is reali>ed that damage to an armoured sloping structure is often a
chain process b *hich failure of one element induces a series of failures+ The stabilit of a
single armour unit therefore becomes a prime interest for the stabilit of the entire structure+
1n general, the design of rubble mound structure involves the determination of the si>e of the
armour unit on the slope b means of some stabilit formulae instead of calculating the *ave
force on it+ These stabilit formulae generall e?press the *eight of an armour unit as a
function of a number of factors such as *ave conditions, slope of the structure, the
permeabilit of the structure and the properties of the armour unit+ &?amples of these
formulae include the Hudson formula and the Gan (er Meer formulae+ Guidance on the
application of these formulae are given in #art 2 of the Manual K Guide to (esign of Sea*alls
and -rea.*aters+
4*11 C(rrent Loads
4*11*1 General
;here no detailed information or records are available at a site, the design current velocit for
Bormal, &?treme, Temporar and Accident ,oading %onditions ma be ta.en as ) m3s from
the *ater surface to a depth of )9 metres belo* the *ater surface+ -elo* )9 metres *ater
depth, the current ma be ignored+ For most locations, particularl *ithin the harbour area,
the above *ill be conservative, as current forces are assumed to act simultaneousl *ith *ave
and *ind forces+ For locations near channels such as Kap Shui Mun, 5rmston Road, Tolo
%hannel, Rambler %hannel and ,ei Aue Mun, *here above average currents are encountered,
the figure of ) m3s should not be used *ithout a detailed investigation+ ;here measurements
or mathematical modelling results are available, the designer should assess design current
velocities for the various loading conditions+
The direction of the design current for locations *here no information or records are available
should be determined b the designer+ For locations close to the shore, the direction ma
normall be assumed to be parallel to the shoreline+ For isolated locations remote from the
shore, it should normall be assumed that the design current can occur in all directions+
For the assessment of current forces on piles and other parts of structures, for all loading
conditions other than for temporar conditions during construction, the area normal to flo*
should include an allo*ance for marine gro*th+ ;here no other information or site
0H
measurements are available, a uniform effective thic.ness of )"" mm of marine gro*th for all
surfaces belo* mean sea level ma be assumed+
4*11*+ Stead- Drag 'or"es
,oads imposed b currents on marine structures ma be classified as either drag forces parallel
to the flo* direction, or cross@flo* forces transverse to the flo* direction+ %urrent drag forces
are principall steadM the oscillator component is onl significant *hen its fre:uenc
approaches the natural fre:uenc of the structure+ %ross@flo* forces are entirel oscillator
for bodies smmetricall presented to the flo*+ Stead drag forces on a circular pile in a
uniform current ma be calculated using the formula given as follo*s $
*here f
(
$ (rag force per unit length+
%
(
$ (rag coefficient+
U $ (ensit of *ater+
v $ Gelocit of current normal to pile a?is+
( $ #ile diameter 7including marine gro*th8+
;here the current is not uniform over the *ater column, the total drag force can be
determined b adding the drag force at different depths of the pile+ The drag coefficients for
circular clinders is given in Figure )C+
4*11*0 'lo;<ind("ed Os"illations
A pile in a current e?periences fluctuating forces, both in@line and cross@flo*, due to the
shedding of vortices do*nstream of the pile+ The fre:uencies of the fluctuating forces are
directl related to the fre:uenc of the vorte? shedding and the amplitude of the fluctuating
force increases as its fre:uenc approaches the natural fre:uenc of the pile or of the structure
as a *hole+
#iled structures are particularl vulnerable to this tpe of oscillation during construction+
Hence, restraint should be provided to pile heads immediatel after driving to prevent the
possibilit of oscillation in the cantilever mode+ For completed structures in tpical *ater
depths and *ith the tpes of pile normall used in Hong Kong, it is not usuall necessar to
0<
( Uv %
!
)
f
!
( (
=
chec. critical flo* velocities causing the oscillations+ Ho*ever, for structures in particularl
deep *ater *here slender piles are being considered and at locations *here high design
current velocities are encountered, reference should be made to -S 062C$#art ) 7-S1, !"""8 to
chec. *hether flo*@induced oscillations *ill occur+
4*1+ 3ert%ing Loads
4*1+*1 General
1n the course of berthing, loads *ill be generated bet*een the vessel and the berthing structure
from the moment at *hich contact is first made until the vessel is finall brought to rest+ The
magnitude of the loads *ill depend, not onl on the si>e and velocit of the vessel, but also on
the nature of the structure, including an fendering, and the degree of resilience it presents
under impact+
-erthing loads transmitted to a structure comprise berthing reactions normal to the berthing
face and friction loads parallel to the berthing face+ The berthing reactions normal to the
berthing face depends upon the berthing energ and the load3deflection characteristics of the
vessel, structure and fender sstem, and should be determined in accordance *ith
Section 9+)!+! and Section 9+)!+6+ The friction loads parallel to the berthing face ma be
ta.en as the coefficient of friction bet*een the t*o faces in contact multiplied b the berthing
reaction and should be considered in both the hori>ontal and vertical directions+ ;here
necessar, reference on the coefficient of friction should be made to the manufacturers of the
selected fender units+
4*1+*+ Assess$ent of 3ert%ing Energ-
The total amount of energ & 7.Bm8 to be absorbed, either b the fender sstem alone or b a
combination of the fender sstem and the structure itself *ith some fle?ibilit, ma be
calculated from the follo*ing energ formulae $
*here %
m
is the hdrodnamic coefficient+
M
v
is the displacement of the vessel 7t8+
G
b
is the velocit of the vessel normal to the berth 7m3s8+
0C
c s e
!
b v m
% V % V % V G V M V % V
!
)
& =
%
e
is the eccentricit coefficient+
%
s
is the softness coefficient+
%
c
is the berth configuration coefficient+
This energ depends on the velocit of the vessel normal to the berth and a number of factors
that modif the vessel=s .inetic energ to be absorbed b the fender sstem and the structure+
7)8 -erthing Gelocit
The berthing velocit of the vessel normal to the berth depends on the vessel si>e and tpe,
fre:uenc of arrival, possible constraints on movement approaching the berth, and *ave,
current and *ind conditions li.el to be encountered at berthing+ ;here no other information
is available, for the normal loading conditions referred to in Section 9+!, the follo*ing
berthing velocities normal to the berth ma be used as a guide $
Vessel Displacement
7t8
Berthing Velocity ormal to Berth
7m3s8
5nder )"" "+2"
)"" to !"" "+69
!"" to !,""" "+6"
!,""" to )",""" "+!"
The berthing velocities normal to the berth suggested above relate to structures located at sites
*ith normal e?posure to environmental conditions *ithout e?cessive fre:uenc of use, and
assume that berthing ma continue after the raising of Tropical %clone Signal Bo+ 6, and for
the first fe* hours after the raising of Tropical %clone Signal Bo+ <+ -efore an velocit is
finall adopted for detailed design, advice should be sought from the clients, users or ferr
operators as appropriate+
For Accident ,oading %onditions, general comments are given in Section 9+!+2+ The vessel
displacement and berthing velocit for such conditions should be decided b the designer for
the individual structure being considered, but as a general rule the total energ to be absorbed
for accident loading should be at least 9"T greater than for normal loading+ For particularl
critical structures or for structures *ith e?pected heav use and unfavourable e?posure, this
ma need to be increased to )""T+
;here ade:uate statistical data on berthing velocities for vessels and conditions similar to
H"
those of the berth being designed are available, the velocit should be derived from these data
in preference to the above suggested values+
7!8 Hdrodnamic Mass %oefficient
The hdrodnamic mass coefficient allo*s the movement of *ater around the ship to be ta.en
into account *hen calculating the total energ of the vessel b increasing the mass of the
sstem+ The hdrodnamic mass coefficient %
m
ma be calculated from the follo*ing
e:uation 7-S1, )CC2b8 $
*here (
v
is the draft of the vessel 7m8+
-
v
is the beam of the vessel 7m8+
768 &ccentricit coefficient
A vessel *ill usuall berth at a certain angle and hence it turns simultaneousl at the time of
first impact+ (uring this process, some of the .inetic energ of the ship is converted to turning
energ and the remaining energ is transferred to the berth+ The eccentricit coefficient
represents the proportion of the remaining energ to the .inetic energ of the vessel at
berthing 7see Figure !"8+ The formula for calculating the coefficient is given as follo*s 7-S1,
)CC2b8 $
8 R 7K
8 W cos R 7K
%
!
v
!
v
! !
v
!
v
e
+
+
=
*here K
v
is the radius of gration of the ship+
K
v
P 7"+)C%
b
D "+))8 ,
v
,
v
is the length of the hull bet*een perpendiculars 7m8+
%
b
is the bloc. coefficient, tpicall in the range of "+9 to "+<9+
%
b
P displacement 7.g837,
v
7m8 ? beam7m8 ? draft7m8 ? densit of *ater7.g3m
6
88
R
v
is the distance of the point of contact from the centre of mass 7m8+
is the angle bet*een the line Loining the point of contact to the centre of mass and
the velocit vector+
H)
v
v
m
-
(
V ! ) % + =
728 Softness %oefficient
The softness coefficient allo*s for the portion of the impact energ that is absorbed b the
vessel=s hull+ Generall, the energ absorbed b the deformation of the ship=s hull is small+ 1n
the absence of more reliable information, the value of the softness coefficient should be ta.en
as )+" 7-S1, )CC2b8+
798 -erth %onfiguration %oefficient
The berth configuration coefficient allo*s for the portion of the vessel energ *hich is
absorbed b the cushioning effect of the *ater trapped bet*een the vessel hull and the
structure+ For solid :ua *alls or sea*alls, the coefficient should be ta.en as bet*een "+< and
)+ For pile@supported dec. structures, a value of )+" should be used 7-S1, )CC2b8+
708 &nerg %apacit of Fenders
The designed energ capacit of each fender should in general be at least 9"T greater than
that calculated for normal loading conditions to allo* for accidental occurrences such as
vessel engine failure, brea.ing of mooring or to*ing lines, sudden changes of *ind or current
conditions and human error+ -ecause of the non@linear energ3deflection and
reaction3deflection characteristics of most fender sstems, the effects of both normal and
abnormal impacts on the fender sstem and berth structures should be e?amined+
4*1+*0 3ert%ing Rea"tions
-erthing reaction is a function of the berthing energ and the deformation characteristics of
the fender sstem+ After the berthing energ is calculated, berthing reaction to be ta.en b the
structure can be assessed from the manufacturerNs performance curves once the tpe of fender
to be used has been determined+ A performance curve sho*s the relationship of the deflection,
energ absorption and reaction of a fender+
;here the point of impact is not on the straight run of the vessel hull and the vessel is not
parallel to the berth at impact, the fender unit *ill receive an angular loading+ The hull
geometr over the impact area should therefore be considered in both hori>ontal and vertical
planes 7see Figure !)8 to establish the angle of application of load to individual units+
Manufacturers of proprietar rubber fender units usuall provide correction factors to the
performance data of their units under angular berthing conditions+
H!
4*10 Mooring Loads
Mooring loads comprise those loads imposed on a structure b a vessel tied up alongside, both
through contact bet*een the vessel and structure or its fender sstem, and through tension in
mooring ropes+ The also include loads arising from manoeuvres of the vessel at the berth but
e?clude the impact and frictional berthing loads+ These loads are principall caused b *inds,
currents and, in more e?posed locations, b *aves+
Mooring bollard locations and normal ma?imum *or.ing loads should be agreed *ith the
(irector of Marine, user departments and the ferr operators as appropriate+ For Bormal
,oading %onditions, mooring loads ma be assumed to be e:ual to the normal ma?imum
bollard *or.ing loads+ As a general guidance, the follo*ing bollard loads ma be assumed
*ithout specific calculation on the probable ma?imum mooring loads $
Vessel Displacement
7t8
Bollard Loading
7.B8
5p to !,""" )""
5p to )",""" 6""
;here it is considered necessar to calculate the forces acting on the moored vessels in order
to chec. bollard loads or loads imposed directl b vessels on a structure, reference ma be
made to -S 062C$#art ) 7-S1, !"""8 and #art 2 7-S1, )CC2b8 for further details+
At e?posed locations, *here *ave loading is severe, the dnamic response of the vessel under
restraint of mooring lines and fenders should be determined b model testing, mathematical
analsis or other methods *ith reference to the guidance given in %lause 6) of -S 062C$#art )
7-S1, !"""8+
1n the design calculations of the marine structures, allo*ance should be made for the mooring
lines not being hori>ontal+ 1f no other information is available, a ma?imum angle to the
hori>ontal of 6"S 7up and do*n8 ma be assumed+ The direction of each mooring load should
be ta.en as that having the most adverse effect on the structure, and in general it should be
assumed that all mooring loads on a structure can act simultaneousl+
4*11 Te$#erat(re /ariation
H6
The loads or load effects arising from thermal e?pansion or contraction of the structure and
from temperature gradients in the structure *ill usuall be minor in relation to other loads for
marine structures *ith a ma?imum length bet*een Loints of 9" m, and need not be considered+
The loads arising from thermal e?pansion or contraction of the structure for marine structures
*ith a length bet*een Loints e?ceeding 9" m should be assessed+ This is particularl
important for piers and similar pile@supported dec. structures *here thermal movements of the
dec. induce loads in the supporting piles+ ;here no specific information is available
concerning the temperatures of the structure at the time of construction, and the e?tremes
e?pected during the design life of the structure, for design purposes an effective ma?imum
temperature drop of !9S% and an effective ma?imum temperature rise of !"S% can be assumed
for concrete dec. structures under e?treme environmental conditions+ 5nder normal loading
conditions, the effects of temperature variations ma be ignored+
4*14 Eart%=(aes, Mo!e$ents and /i.rations
For the marine structures covered b this Manual, seismic forces in Hong Kong ma be
assumed to be minor in relation to the combined effects of other imposed loads+ Further
information on seismicit ma be obtained from G%'7)CC)8, G&'7)CC!8 and G&'7)CCH8+
For guidance on movements and vibrations, reference ma be made to Section 2H of
-S 062C$#art ) 7-S1, !"""8+ For the marine structures covered b this Manual and the
relativel shallo* *ater depths normall appling, movement and vibration problems should
not be e?pected and usuall can be effectivel ignored+ Movements bet*een different parts of
structures, and bet*een ne* and e?isting structures, should be assessed in the usual *a in
order to fi? Loint si>es and locations+ ;here vessel berthing occurs, movements of fle?ible
and even relativel infle?ible structures can be important in assisting *ith energ absorption+
H2
H9
5* CONSTRUCTION MATERIALS AND DURA3ILIT>
5*1 General
This %hapter gives comments and guidance on particular matters related to material selection,
use and specification+ The materials covered are concrete, steel, timber, rubber, armour roc.
and fill materials+ For general information on these materials and an other materials used in
marine structures, reference should be made to the General Specification for %ivil &ngineering
;or.s 7GS8 7Hong Kong Government, )CC!a8+ %omments on aspects related to durabilit are
also given in this %hapter+
5*+ Reinfor"ed Con"rete
The durabilit of reinforced concrete depends fundamentall on the :ualit of the concrete and
the cover to the reinforcement embedded inside the concrete+ Bormall, the al.alinit of the
concrete enables the formation of a protective passivit laer around the reinforcement that
prevents corrosion+ Ho*ever, under intermittent or periodical *etting and dring conditions,
chloride of sea*ater that penetrates into the concrete *ill brea. do*n the passivit laer and
initiate corrosion of the reinforcement+ Therefore, it is important to use a concrete mi? *ith
high densit and the re:uired *or.abilit for ade:uate compaction and to provide a large
concrete cover to the reinforcement bars to dela the time for ingress of chloride to the
reinforcement+ 1n this connection, the recommended specification given in Appendi? -,
designed to address the corrosion of reinforced concrete, should be adopted for marine
structures+
The main features of the recommended specification are summari>ed as follo*s $
For fle?ural crac. *idth design and control purpose, the allo*able crac. *idth,
ta.en to be "+) mm for marine structures, ma be increased b a factor of )+!9+
H0
The specification also stipulates other re:uirements on cements, aggregates, chemical
admi?tures, pulverised fuel ash or blast furnace slag and curing compounds to ensure that $
Steel embedded in concrete is cathodic relative to the same steel in sea*ater, and
rapid corrosion *ill therefore occur at the interface of a partl embedded
member unless special treatment is carried out, e+g+ use of sacrificial anodes or
impressed currents+
The costs of protective measures are repetitive in that the protective materials
themselves deteriorate, and regular maintenance and rene*al of coatings *ill be
necessar for all structures e?cept those *ith relativel short design lives+
%orrosion does not proceed at a uniform rate over the *hole structure or
member, and at certain corrosion points, loss of the original material can be
much more rapid than e?pectedM an estimate of a corrosion allo*ance is li.el
to be e?cessive for some parts *hile being inade:uate for others+
The cost of rene*ing a protective sstem is li.el to be much more than the
initial protection due to the need to remove marine gro*th and old paint prior to
rene*al of the sstem, and the fact that access *ill usuall be more difficult than
during construction+
Roc. fill material 7Grade H98 shall consist of pieces of hard, durable roc. *hich
are free from crac.s, veins, discolouration and other evidence of
decomposition+ 1t is usuall used as levelling founding laers for marine
structures+ The ma?imum roc. si>e is H9 mm 7for -S test sieve si>e8+
<9
Roc. fill material 7Grade H""8 shall consist of pieces of roc. *hich are free
from crac.s, veins and similar defects, and not more than 6"T b mass shall be
discoloured or sho* other evidence of decomposition+ The ma?imum roc. si>e
is H"" mm 7for -S test sieve si>e8+
;here decomposed granite is used for under*ater foundations, reference can be made to the
G&' report entitled EAn &valuation of the Suitabilit of (ecomposed Granite as Foundation
-ac.fill for Gravit Sea*alls in Hong KongF 7G&', )CC6b8+ The suitabilit of the use of
decomposed granite depends on man factors, such as grading, plasticit inde?, permeabilit,
coefficient of consolidation and construction programme+ 1n order to limit e?cess pore
pressures *ithin the construction period for maintaining the stabilit of the sea*all, the
deposited laer should normall not e?ceed )9 m thic. and should not contain Grade G1
materials as defined in Table 2 of Geoguide 6 7G%', )C<<8+ The suitabilit of decomposed
roc. other than granite is subLect to designer=s evaluation+
General parameters of the above fill materials that ma be adopted for design purpose are
indicated as follo*s $
Bul! Density
7.B3m
6
8
Friction "ngle
7degree8
Cohesion
7.B3m
!
8
5nder*ater fill
7Tpe ) and Tpe !8
)C 6" "
Roc. fill material
7Grade H""8
!" 29 "
Galues of fill parameters higher than those given above ma be used for design *hen
supported b evidence such as testing results of the fill material from an identified source both
prior to and during construction+
#ublic fill is the inert portion of construction and demolition materials and can be used as fill
material for reclamation through the provision and operation of public filling facilities+ The
re:uirements of the public fill are given b the conditions of the dumping licence issued under
Section 9 of the ,and 7Miscellaneous #rovisions8 'rdinance 7%ap+!<8 and are restricted to
earth, building debris, bro.en roc. and concrete+ The materials shall be free from marine mud,
household refuse, plastic, metal, industrial and chemical *aste, animal and vegetable matter,
<0
and other material considered unsuitable b the filling supervisor+ Small :uantities of timber
mi?ed *ith other*ise suitable material *ill be permitted+ Since roc. and concrete over !9"
mm *ould impede subse:uent piling *or.s, the should be bro.en do*n belo* this si>e or
deposited in areas *here no building development *ill ta.e place+
The #ublic Fill %ommittee 7#F%8 and Marine Fill %ommittee 7MF%8, under the %hairmanship
of the (irector of %ivil &ngineering, are responsible for the management of the use of fill
materials for government, :uasi@government and maLor private proLects+ The #F% is
responsible for overall management and coordination of the use of public fill and the provision
and operation of public filling, and is also responsible for forecasting the generation of
construction and demolition material and identifing the fill demands for reclamation and site
formation proLects+ The MF% has the responsibilit to identif and manage the suppl and
demand of marine fill resources in Hong Kong+ The #F% and MF% should be consulted for
the use of fill materials as appropriate during the planning of marine *or.s proLects+
1t should be noted that *hen placing fill under *ater, the material and method of placement
should be capable of achieving a relativel high densit fill untreated, as e?ternal compaction
is e?pensive+ %are must be ta.en *ith the choice of bedding and filter materials to prevent
loss of material from *ave or current action and ground*ater movements+ Fill material placed
immediatel behind sea*alls should be free draining to avoid the unnecessar build up of
*ater pressures due to tidal lag and ground *ater flo*+
<H
6* MAINTENANCE CONSIDERATIONS
6*1 General
This chapter outlines the general principles that should be considered *ith respect to
maintenance in the design of a marine structure+
6*+ Design Considerations
Marine structures re:uire regular inspection and maintenance in the course of their life to
ensure satisfactor long@term performance of the structures+ ;ithout proper maintenance, the
life of a structure ma be significantl reduced due to the corrosive marine environment and
*ear and tear of dail operation+ This ma lead to the need for serious remedial *or.s or even
replacement of the structure *ithin an une?pectedl short time+ Hence, it is necessar to ta.e
into consideration future maintenance aspects during the design stage+
#roper choice and specification of materials are important to ensure the durabilit of marine
structures as this *ill affect the re:uired maintenance effort in the future+ 1n this connection,
reference can be made to the guidance on the choice and specification given in %hapter 0 of
this #art of the Manual+ 5se of protective coatings or cathodic protection and implementation
of corrosion monitoring measures ma also be considered to protect the reinforcement or steel
from corrosion+ These aspects should be considered collectivel in the design stage *ith
respect to the particular site and operational conditions in order to optimi>e the maintenance
effort in the future+
%areful detailing of the structure *ill also have a beneficial effect on future maintenance+
Some suggestions are provided as follo*s $
Simple structural forms and precast or prefabricated units *ith the minimum of
in@situ connections should be adopted *herever possible, as :ualit control of
in@situ *or.s in the tidal >one is generall more difficult+
For pier fenders *hich is fre:uentl subLect to the berthing loads of vessels,
<<
e?tra members ma be added on the fender frame*or. to help redistribution of
the berthing load and to provide additional fi?ing for the fender units+
6*0 Maintenan"e 'a"ilities
%onsideration should be given to the provision of facilities to facilitate inspection and
maintenance+ These facilities should include access holes, ladders, fi?ing or lifting hoo.s,
access *al.*as, guard rails, inspection openings and associated safet measures as
appropriate+ The design of these maintenance facilities should ta.e into account the
appearance and functions of the structure and advice should be sought from the maintenance
authorit before finali>ing these details+ Specific re:uirements on maintenance facilities for
piers, dolphins, sea*alls and brea.*aters *ill be given in the follo*ing parts of the Manual $
,arge scale marine *or.s or structures that *ill re:uire significant input of
maintenance resources+