Perhitungan Dimensi Jetty 150 m x 20 m

A. Perhitungan panjang jetty

1. Perhitungan panjang berdasarkan British Standard (BS) 6349-2-1988 Design of quay walls, jetties and dolphins, Clause 2.1.6.2, halaman 4 (terlampir); Panjang jetty untuk batu bara minimum 1,2 x panjang barge. Sehingga 1,2 x 112 m = 134,4 m. 2. Perhitungan panjang mooring berdasarkan British Standard (BS) 6349-4-1994 Fendering and mooring system, klausa 7 halaman 31 (terlampir); Panjang mooring dari jetty menggunakan sudut 250. Digambar terlampir sudut 250 menghasilkan panjang 5,7 m dari jetty. 3. Total panjang jetty yang dihasilkan ialah ; 134,4 m + (2 x 5,7 m) = 145,8 m 150 m.

B. Perhitungan lebar jetty

1. Konveyor - Menurut spesifikasi pada kontrak dokumen klausul 4.5.18.3.2 Conveyor System Description untuk walkway 1 m dan jarak antara konveyor 1 m sehingga 2 x 1 m = 2 m. - Konveyor line lebarnya 1,2 m pada jetty - Sehingga total lebar konveyor + walkway yang dibutuhkan 1,2 m + 2 m = 3,2 m 2. Lebar rel Screw Ship Unloader 5,0 m dengan jarak ke pinggir jetty 1,5 m. 3. Jalan untuk 2 jalur (2 x 3 m) dan manuver (4,3 m) dari truck dengan mempertimbangkan safety. Mengacu pada peraturan Bina Marga atau AASHTO. 4. Total lebar jetty yang dibutuhkan = 3,2 m + 5 m + 1,5 m + 6 m + 4,3 m = 20 m

Access or means of access should, wherever possible, be provided to allow inspection of structures for maintenance purposes. 2.1.5 B e r t h orientation Where there is freedom of choice a s to the orientation of the berth or where the berth is in an exposed position, the orientation should be chosen so that the predominant winds, waves and currents have least effect on the operation of the berth and the structure has least detrimental effect on the coastal or estuarial regime. A physical or mathematical model may be necessary to study these effects. Berths should not be broadside-on to strong prevailing winds and waves. If broadside winds are likely, the navigational and cargo handling aspects should be considered. When considering waves at the berth location, the effects of period and direction should be assessed (see 31.4 of BS 6349-1:1984). The direction of the current at tidal locations will usually vary. The importance of the effects of current on navigation will depend on the strength of the current, the availability of tugs, the loading condition of the ships and whether movements are restricted by tide levels. Offsetting currents can help a ship to leave the berth but may be unacceptable if a fully laden ship has to berth against them. In cases where unacceptable currents cannot be avoided they should be redirected by the use of training walls. The direction froin which vessels will approach the berth should be considered. If they are always to lie alongside in the same direction (e.g. head inwards or head outwards), the configuration of mooring points and fixed or rail mounted cargo handling equipment may sometimes be refined. The nature of the bed, the amount of solids in suspension in the water, existing current directions and velocities and the existing pattern of littoral drift all need to be examined and their sensitivity to the orientation of the structure studied. In addition to the effects on the overall regime the local effects should be examined for unacceptable current changes, local scour or siltation of the seabed at the berth. Abrupt changes in profile may create sufficient disturbance to affect the structure and possibly navigation in the vicinity. 2.1.6 B e r t h geometry
NOTE The influence of services and L ~ e d rail-mounted cargo or
handhng equipment on berth geometry is dealt with in 2.5.

2.1.6.1 Berth length. The length of the berth is a function of the ships' length and should take account of any changes in ship size expected during the life of the berth. Where the berth is one of a number in a line, the expected mix of vessels using the line of berths should be considered. The length allowed between ships berthed in line will depend on the method of berthing ships, but a minimum distance of 15 m is commonly adopted. For fishing or pleasure craft a berthlength of 1.15 times the vessel length is desirable. The length of berthing structure that needs to be in contact with a vessel depends on the type of cargo to be handled. General cargo ships and many dry bulk cargo ships need a long berth face so that cargo handling equipment can have access to work any hold. Alternatively, a short berth face and fixed handling equipment may be provided, requiring the vessels to be moved along the berth. Bulk liquids and solids such as cement which can be moved pneumatically by pipeline are loaded and discharged from a fixed point and the berth face need only be long enough to accommodate these. 2.1.6.2 Depth alongside. The depth of water required alongside the berth is a function of the operating draught of the vessels expected to use the berth within its lifetime, the tidal range and, at exposed berths, the effects of wave action. Waves due to passing ships, wind action causing roll and the effect upon draught of listing during loadinglunloading should also be considered. If shipping patterns show that ships using the berth are never at full draught, a reduced depth may be acceptable. The underkeel clearance in calm conditions should generally be at least 0.5 m for the deepest draught vessel, but suitable allowances for trim, listing and wave-induced motion should be made and additional clearance may be required where the seabed is rocky. At berths where the movement of the largest ships to be accommodated takes place at the h g h e r states of the tide, the underkeel clearance may be achieved by dredging a berth box in front of the structure. The box width should be at least 1.5 times the beain of the largest vessel, and its length at least 1.2 times the overall length of the vessel, located symmetrically about the midpoint of the berth. Where appropriate, protection against scour caused by propellers and bow thrusters should be provided (see 2.3.5). The need to design for future berth deepening should also be considered.

0BSI 02-1999

Section 3. Mooring
7 Principles of good mooring
Until the advent of bulk transport of goods and raw materials by sea, the basic requirements of a mooring system were to prevent the vessel from drifting away from a berth or from colliding with adjacent moored vessels. The system had also to allow for assisting in heaving the ship up to the berth and in leaving the berth. Present situations often require the ship to be accurately held in place in relation to berth-mounted ship loading or discharging equipment which itself may be very limited in movement, e.g. container cranes and articulated booms. The principle to be followed, regardless of the size of the vessel, is to restrain movement to within acceptable limits by means of a n adequate number of mooring lines, which can be readily handled by the operating personnel, compatible with the conditions of wind, tide, weather and other effects likely to be experienced during the relevant period of vessel stay a t the berth. The berth designer should provide facilities to permit all vessels for which the berth was designed to remain safely moored alongside and mooring points should give a satisfactory spread of moorings and be disposed a s nearly as possible symmetrical to the mid-point of the berth. I t should be noted that vessels such a s LNGLPG tankers and coastal tankers do not necessarily have their manifolds amidships and will not therefore always lie centrally on the berth. The height of mooring points should be such that vertical angles of mooring lines will be a s small a s practicable and preferably not greater than 25". The optimum pattern of mooring lines for normal alongside berthing is likely to consist of a basic web of breast, head and stern lines extending from or near the extremities of the vessel, together with spring lines from approximately the quarter points of the vessel. The physical nature and layout of the berth or terminal will affect the manner in which the mooring objectives are achieved and the relative position of shore-mounted mooring equipment may result in a pattern of lines that gives a n inferior restraint capability. I n such circumstances the berth designer should inform the operator of the berth what assistance may be necessary to achieve adequate restraint consistent with the forces acting on the moored ship and the demand of the discharge or loading operations.

8 Mooring patterns
8.1 G e n e r a l The normal mooring pattern consists of ropes issuing a t the extremities of the ship that make horizontal angles of about 45", - 90" and - 45" to i t s axis, plus spring lines a t about 10" to its axis, together with breast lines a s appropriate (see Figure 14). In some cases of island, "T" head and similar type berths, mooring points to receive ropes from the ends of the vessels are placed well behind the berthing line. I n these cases in order to maximize transverse restraint the ropes are more usually disposed a s near as possible a t right angles to the ship axis and are kept a s near a s possible to the same length. Similarly, a sufficient number of spring lines are utilized to provide all the necessary longitudinal restraint. I n the case of continuous quays, in order to ensure that the maximum useful load restraint is placed o n the ship with the minimum number of mooring lines, it is necessary to plan the vessel's mooring arrangement so that each rope is as near to the optimum line of action for its intended purpose a s is possible. Any proposed mooring layout is dependent on the relative position, spacing and strength of bollards on the quay which nevertheless should be compatible with and suitable for the size and type of vessel using the berth. Generally bollards on a quay should be provided a t 30 m centres. To ensure even distribution of the restraining forces on the vessel it is preferable that the pattern of mooring lines should be approximately symmetrical about midpoint of the vessel and a s far apart as possible, subject to any wire (particularly back springs) not "scrubbing" against the ship side or the cope edge. A high accommodation structure a t either stern or bow will increase the wind load locally, but in practice the margin of restraint normally provided for a ship takes care of such eccentric loading. For island tanker berths, the transverse and longitudinal forces applied to the vessel are best absorbed by breast and spring lines respectively, provided these are set out within the approximate limits given i n Figure 15. Optimum lengths of mooring lines are usually within the range 35 m to 50 m for the largest vessel. 8.2 B r e a s t l i n e s The restraint required to secure the ship is best obtained using breast lines. These should be aligned perpendicular to the longitudinal centre line of the ship in order to apply the maximum restraint to prevent the vessel being moved broadside from the quay.

0 BSI 12-1998

31

BOOK 111 B SECTION 4.5 MechanicalWorks and Addenda thereto 4.5.18 Coal Handling System

ensure that any conveyor component failure can be repaired within 8 hours or less.
A single conveyor system along the jetty shall be provided and the Contractor

shall demonstrate that the system and equipment that he is providing under the contract (mandatory spare parts, special tools and repair equipment, etc.) will ensure that any conveyor component failure can be repaired within 8 hours or less. Coal emergency discharge plus telescopic tube shall be provided to discharge the coal storage area in the event of stocker reclaimer in maintenance period. The tube movement shall be automatic and shall coordinate with coal level sensor and wind speed sensor. Coal handling system shall be furnished with the dust suppression system and vacuum system which are located in the boiler bunkers, coal transfer points and on the distributions system of a coal along conveyor belt. Each conveyor shall comply with relevant international standards. The conveyors shall be of troughed design with a maximum belt speed of 3.5 m/s (tentatively). The Contractor shall fully describe the method of construction and the design standards he proposes for the conveying plant. Each conveyor shall be fitted with a centrifugal speed switch for use in the sequential starting and tripping interlock scheme and for ensuring that the driving motor shall be shut down automatically in the event of the belt slipping or breaking. Plant shall be designed with ease and flexibility of operation in mind including, but not limited to: All conveyors shall be totally enclosed, where on each side of conveyor system shall be provided cover by roof and maintenance walkway of minimum 1.O meter, and between the two conveyor lines shall be provided with an access walkway a minimum of 1.0 m wide. Adequate access shall be provided for cleaning all conveyors. Ground conveyors shall have adjacent access paths 1.0 meter wide. Elevated conveyors shall have a parallel 1.0 meter wide access as maintenance platform. All transfer towers shall be fully enclosed and designed to contain dust. Transfer points shall be designed to give good material flow and central loading of conveyors without spillage. Access sliall be provided for chute cleaning. High quality belt scrapers and cleaning equipment shall be provided. They shall he positioned and chutes designed.s~-lch that all scrapings fall into the main chute, to merge with the main flow of material.
Section 4.5 - 307
PT PLN (Persero)- PLTU 2 Nusa Tenggara rirn~lr