Jurnal REKAYASA (2021) Vol. 11, No. 01.
(54-66)
P-ISSN: 1412-0151 E-ISSN:2622-9455
Analysis of the Trestle Foundation on Ships Docked in Crude Palm Oil
(C.P.O.) Kabil Port Batam City, Indonesia.
Yusra Aulia Sari1), Suhardi2)
1)2)
Civil Engineering Department, Universitas Internasional Batam, Batam.
ABSTRACT
Batam Free Trade Zone (B.P. Batam) had established the first stage liquid bulk carrier port since 1987. In
the beginning, that capacities transfer started from 70mt/hour to 150 mt/hour. Currently, it has developed
the second stage plan within flow rate 300 mt/hour to 400 mt/hour. Port services consist of loading and
unloading passengers, liquid, gas, and solid goods following PM 53 of 2018. The purpose of this study is
to determine whether the depth of the trestle foundation is sufficient for the standards and requirements
for ships berthed at the Port. The method used in this research is the quantitative approach. Data analysis
was carried out by observation, interview, documentation, and investigation. The research period starts
from early October 2020 to March 2021. In brief, the research results have shown that the depth of
structure foundation trestle is safely constructed, adequate strength impact by respectively horizontal and
vertical load factor for the vessel 35000 DWT berthing to jetty at Kabil Batam City.
Keywords: Foundation Trestle, Crude Palm Oil (C.P.O.), Berthing.
1. INTRODUCTION
Indonesia has around 560 ports from the smaller Port to the more critical Port in 34vinces
on Indonesia's various islands function of ports to connect the between regions, cities
throughout the remote island for the efficient movement infrastructure and facilities. Source:
Indonesian Ports as Contributors to State Foreign Exchange in a Business Law Perspective
(Gultom, 2017).
Batam City consconsists25 ports of Domestic and Internasional Ports designated as
passengers and cargo services starting from Sambu Port, Sekupang Port from sector 1 to 6, Batu
Ampar Port, Macgobar Port, and K.I.M, Batu Ampar, K.I.M. Port Kabil, Sarana Citra Nusa
Kabil Port, and Batam Center Port, Roro Port and C.P.O. Kabil Port. Those ports had served for
domestic and IInternationalflags. The scope of ports services consists of embarking and
disembark passe, and cargo Argos included liquid, gas, and finished following with government
regulation PM 53 for 2018 (Statistik, Badan Pusat Riau, 2019).
Research on crude palm oil (C.P.O.) planning has previously been discussed by (Herwanda
et al., 2020) analysis of a single pile's carrying capacity the experiment loading test, sondir, and
examinations using the Plaxis 8.2 program, the carrying capacity is taken for the smallest pile.
Furthermore (Prastio, 2019) trestle floor plate structure designed by the planner on the Curah
Kabil Wharf Development and Development project can support these structural loads and live
loads that will occur when the dock operates. Moreover, (Statourenda, 2020) Jetty Crude Palm
Oil (Cpo) Planning Precast in Tanjung Pakis Waters Lamongan, Jawa Timur by evaluating the
dock layout, planning the detailed structure of the jetty crude palm oil, determine and compile
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the Method of implementation effective, and perform the calculation of the budget plan
(R.A.B.) required.
The main operation of the Sambu port is to transfer and discharge high-speed diesel oil, Bio
Diesel, Marine Fuel Oil 180. Batu Ampar Port serves as loading and unloading container cargo,
Sekupang K.I.M. Port (hinterland) from sector 1 to 6. Batam Center Port services, Sekupang
Terminal, Harbor bay Terminal, Nongsa are the ferry terminal for domestic and international.
International providing as transport at vehicles through Sekupang Port Punggur Port.C.P.O.'ss
Kabil has served the large transportation of Cothran household as the global location is quite
strategic due to nearby the nearby Strait on the international at is the reason how important the
Port in Batam city. This research would like to find out the root cause of how foundation
trestle’s and vessel berthing's are safely constructed, adequate strength impact by respectively
horizontal and vertical load factor for the vessel 35000 DWT berthing to jetty at Kabil Batam
city. Their ore," "Analysis Structure of Foundation Trestle Designing for the Vessel Berthing at
C.P.O. Kabil Port Batam City, Indonesia."
Based on the data, there was volume output of the cargo load and unloaded in Batam city as
follow:
Table 1. Load and Unload Volume Cargo (ton)
Domestic Internasional
Years
Unload Load Import Export
1994 110,987 49,345 236,561 229,355
1995 119,174 73,335 251,803 270,164
1996 141,021 68,549 301,176 245,255
1997 136,050 75,403 336,576 271,230
1998 109,524 50,123 227,770 277,151
1999 132,063 59,982 261,770 335,235
2000 159,466 93,263 319,039 391,664
2001 184,866 56,026 326,156 379,198
2002 199,901 123,058 345,382 451,118
2003 216,158 270,292 375,471 454,118
2004 373,149 53,235 375,135 292,510
2005 320,372 92,843 360,222 201,854
Source: Discharge and Loading K.M. No 62 for the year 2006
Table 2. Load and Unload Volume Liquid Bulk Cargo (ton)
Volume Load and Nos of
Max
Unload in 2030 Vessel
Vessel DWT in
Arrival in
2030
2030
Vol Unit
Container 16,000,000 TEU's 236,561 229,355
General Cargo 2,116,859 Ton 251,803 270,164
Liquid Bulk 7,200,000 Ton 301,176 245,255
Passenger 2,449,109 Pax 336,576 271,230
Internasional Flag - 50,123 227,770 277,151
Source: Discharge and Loading K.M. No 62 for the year 2006
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The factual data were volume loading and unloading cargo. It had shown that the most
volume cargo is unloaded 320,372m³ & loaded 92,834m³ for domestic and 360,222m³ &
454,441 for the international, but started not much as before year. To require per year by
deadweight tonnage (DWT) vessel from 10,000 ton to 35,000 ton. Every ship should have
considered the new construction design vessel development and innovation by naval
architectures in the past 20 years (Peraturan Menteri Perhubungan No. K.M. 62 Tahun 2006,
2006).
Whereas Kabil C.P.O. port had demanded bunkering capacity within 300-400 ton/hour
by the current operation. Due to the increasing number of vessels alongside and standby at
anchorage area. The foundation trestle should be rigidly designed for each ship's berthing. How
strength foundation design for allowable bearing capacity, why it does not collapse in case of
energy berthing to the cone fender & bulkhead sidewall.
2. LITERATURE REVIEW
2.1 Design of Structural Port
There are three kinds of ports: wharf, pier, and jetty construction in the Port. Berth
structural surface plan can be optional by using open type or closed type of the structural. Pen
piles quay/wharf, bulkhead wall, concrete bulkhead wall gravity retaining structure, and
reinforced concrete caisson (Triadmodjo, 2009).
Deck piles mean a combination of piles constructed as one deck. All the deck loaded,
including vessel berthing and mooring force received by the pile and deck structure. The
bulkhead wall is a part vertical land-backed retaining wall tied back to the dead anchor system.
The crane rail & pedestal connect to the wall vertical loads. The concrete bulkhead wall gravity
retaining structure is also depending on self-weight stability. This can be formed by steel sheet
pile, mass concrete blockwork. Then reinforce concrete caisson is filled in by rock completed by
base slab & cope the vertical support fenders dan bollards (Asiyanto, 2008).
Some types of foundation trestle of concrete shape piles are made from such as:
rectangular shape (RC) or Spun (SP). Those have allowable bearing capacity obtained from
Boring Data. It could be computed by using equation (Tomlinson & Woodward, 2014) as
follow:
Q=Qb+Qs
Q=Ab.qb+As.fs total
Qall=Q/Sf
In which :
Q : Ultimate Bearing Capacity (ton)
Qall : Allowable Bearing Capacity
qb : Unit End Resistance
(1) Cohesive Soil q = 9c
(2) Granular Soil q = po Nq
30 Nd limit (max 1500 t/m²)
C : Undrained Shear Strength (Cohesion) (t/m²)
Ab : Cross Section area of Pile (m²)
D : Diameter of Pile (m)
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As : Surface area of Pile (m)
Fs total : Unit skin Friction
(1) Cohesive Soil fs = α C
(2) Granular Soil fs = Kpo tanΦ=N/5
α : Adhesion Factor
Nd : Average N Value D Below Foundation tip and 8D above Foundation
tip
Φ : Friction Angle Between Pile and Soil (°)
SF : Safety factor
The safety factor is approximately 2.5 - 3 allowable bearing capacity for the bottom of the
depth foundation. It is for assuming the unexpected soil structural factor changing, for instance,e
soil nonhomogeneous.
SF = qun/qn=(qu-γDf)/(q-γDf)
In which:
γ : Weight Soil Volume on the Bottom Foundation
Df : Depth foundation
qu : Ultimate Bearing Capacity
q : Total Pressure on the Foundation q=P/A
Allowable Bearing Capacity is also computed shallow foundation using by J.E Bowles:
as follow
qult=c.Nc.sc+Po.Nq+0.5⋎BN⋎Sr⋎
Qall=qult/SF
In which:
Qall : Allowable bearing capacity of shallow foundation (t/m²)
qult : Ultimate bearing capacity of shallow foundation (t/m²)
c : Cohesion (t/m²)
Po : Overburden effective pressure (t/m²)
N c, N qγ : The bearing capacity factor and width of the foundation.
B : Width foundation
Sc & Sr : Shape factor that depan on foundation effective shape
⋎ : Unit weighs of soil below the foundation
Qall=(N/4). K B<4ft
Qall=(N/6).(((B+1))/B²)^2/K B>4ft
K=1+0.033.(D/B)
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2.2 Principles of Vessel Berthing
The general-purpose pose tire fender is to absorb energy and impact force from the vessel
berthing in orto not damage l a structural Port. The factor should be considered while choosing
three fenders: sea wave, sea current, wind, vessel's dimensions and direction, availability of
tugboat, type of Port l a, of captain (K captains, 2002). In which its vessel characteristic may
classify by:
Table 3. Vessel Characteristic
Max
DWT D.T. L.O.A. P.P. Breadth Depth
Vessel Type Draft
(T) (T) (m) (m) (m) (m)
(m)
Bulk Carrier 5,000 6,740 106 99 15.0 8.4 6.1
7,000 9,270 116 108 16.6 9.3 6.7
10,000 13,000 129 120 18.5 10.4 7.5
15,000 19,100 145 135 21 11.7 8.4
20,000 25,000 157 148 23 12.8 9.2
30,000 36,700 176 167 26.1 14.4 10.3
50,000 59,600 204 194 32.3 16.8 12.0
70,000 81,900 224 215 32.3 18.6 13.3
100,000 115,000 248 293 37.9 20.7 14.8
150,000 168,000 279 270 43 23.3 16.7
200,000 221,000 303 294 47 25.4 18.2
250,000 237,000 322 314 50.4 27.2 19.4
Source: Comparative Study of Design Berthing Energy on Fender as per Indian
Standard IS4651 Part-3:1974 and British Standard BS6349 Part-4:1994
The energy on the vessel generated a load force (F). so, in the design vessel, often
assume the ship in the displacement tonnage. However, the ship's speed was estimated to be
incorrect because of the ocean currents and the ship's speed. As science speed vessels were
between 0.15 second to 1.0 second around 3.5 knot/10°deg to surface port sidewall. Energy
berthing is used equation:
The equation is being used as per India IS4651 part-3[2]
The equation is being used as per British BS6349 part-4[4]
In which:
Ekin = Energy Kinetic
Μ = Mass Vessel
ν = Total displacement from acceleration in the centre to first touch
Cm = Virtual dynamic mass coefficient [-]
Cs = Softness coefficient
Cc = Struktur waterfront Factor
Ce = Berth configuration factor
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B = Beam of vessel
C = Positive clearance between hull of vessel and face of cope
Cab = Abnormal impact factor
Cb = Block coefficient of the vessel’s hull
D = Draught of ship
D = Diameter of Fender
E = Effective kinetic energy of berthing vessel
The below performance is representing the parameter of the difficulty and unfavorable breathing
vessel. This curve refers to a recommended maritime work (R.O.M.), subject to a 30 & 50-year
period.
Figure 1 Berthing Velocity Curve PIANC 2002 and E.U.A. 2011
3. METHODOLOGY
This method of research to be used in the method literature and the Method quantitative
to describe how the depth structural foundation trestle can absorb energy from the vessel. The
data were collected the primary data B.P. Batam and the secondary data were collected from the
documentation. The instrument is being carried out by observation, interview, documentation,
and investigation. Using Method of framework research; as
Figure 2 Research Framework
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The following project specification obtained from consultant B.P. Batam; as
Table 4. Project Specification of Port C.P.O. Kabil
Item Description
Name of Project : Development D.E.D. Port for Berthing at CPO KABIL
: Kabil, Kecamatan Nongsa, Kota Batam, Kepulauan Riau
Location
29467
Maximum wave : 2-3 meter max/year
Density concrete : 2,4 t/m³
Type of Port : Pier
Type of foundation : Trestle
Length of Port : 273.6meter
Width of Port : 33 meter
Mutu Beton Girder : K-500
Concrete Compressive strength : 415000 kpa ~ 415 MPA
The shape of the foundation
: Spun Pile
trestle
Dimension : Dia 609.6mm. 8-25, 13D-150, Pipe thickness19mm
Detail Cone Fender (Fender) :UHMW-PEPAD 1300mm*3300mm*40 mm
: OD*96mm & ID*600mm
Source: B.P. Batam
Figure 3 Front View of Pile Foundation Trestle source by B.P. Batam
The research location is located C.P.O. Port in Kabil, Nongsa District, Batam City, Riau
Islands 29467 from 11 Nov 2020 to 11 Jan 2021, precisely coordinates universal transverse
Mercator (UTM) at 01°04'1477" "N and 104°08'346''EE and the ship anchorage position are
1°9'45" 'N for big vessels in1'5'00''NN and104'9'00EE in the Riau Strait. The Local coordinate
was performed Borehole Investigation soil test located at; as
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Table 5. Borehole Investigation Soil
Bore X Y Z
Depth
Hole (m) (m) (m)
BH 1 16.18 403805.8 118917.4 +2.326
BH 2 14.45 403826.5 118926.5 -1.803
BH 3 20.34 403879.8 118887.9 -4.223
BH 4 20.02 403972.9 118872.7 -3.84
BH 5 18.02 403972.9 118872.7 -4.246
BH 6 10.18 404077.4 118962.9 -3.685
BH 7 20.05 404085.4 118872.7 -3.666
BH 8 24.08 404085.4 118844.7 -0.594
BH 9 21.00 404176 118807.4 -5.95
BH 10 20.45 404180 118844.7 -5.331
BH 11 20.02 404180 118872.7 -4.704
BH 12 9.00 403961.4 118784.8 -1.145
BH 13 14.15 403961.4 118692.2 -1.547
Source: Soil Investigation Report P.T. Pratama Widya
(Borehole Investigation Soil of Table 5)
From the results obtained, Primary and Secondary data from B.P. Batam and related third
parties. Researchers mostly use closed interviews and unstructured interview forms to
investigate. So the C.P.O. Kabil Port is suitable to build the Port for specification; as
Table 6. Port Design for Vessel Alongside
Max Vessel Design
Port characteristic Ket
DWT
Deadweight
35000 ton
tonnage
Length 273.6 m
Width 33 m
Depth -12 mdpl
Source: B.P. Batam
4. RESULTS AND DISCUSSION
Based on primary and secondary data provided, we are computing the total friction
foundation trestle of and As variety depth piling has been carried out from onsite according to
method computing by M.J Tomlinson.
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Table 7. Bore Hole No#1
Depth
L C Unit
(M)
2 3.5 1.5 0.5 0.96 0.72 0.72 0.54 t/''
3.5 6.0 2.5 0.75 0.75 0.72 1.40625 1.35 t/''
6.0 10.0 4 2 0.33 0.248 2.64 1.984 t/''
10 12 2 2 0.33 0.248 1.32 0.992 t/''
10 13 3 2 0 0.248 0 1.488 t/''
6.08625 6.354 t/''
Grand (Tfs)total fs*075 Spun/Bored pile
5 5 t/''
Source: Data Analysis, 2021
Tabel 8. Bore Hole No#2
Depth
L C a1 a2 fs1 fs2 Unit
(M)
2.0 4.0 2 0.75 0.75 0.563 1.125 0.8445 t/''
4.0 8.0 4 2 0.33 0 2.64 0 t/''
4.0 9.0 5 2 0 0.248 0 2.48 t/''
3.765 3.3245 t/''
Grand (Tfs)total fs*075 Spun/Bored pile
3 2 t/''
Source: Data Analysis, 2021
Followed by computing the allowable bearing capacity for the compression pile;
Table 9 Allowable Bearing Capacity
Size Qall/
Spun Ab Qb As Qs/ton
Location Dia Tsf (t/m')
Pile (m²) (0.75/1*50*30) (3.14*) (Tsf*As)
(mm) (Qb+Qs)
Bh1 12 600 0.2826 317.925 1.884 5 9.420 130.938
Bh2 8 600 0.2826 317.925 1.884 3 5.652 129.4308
Bh3 10 600 0.2826 317.925 1.884 4 7.536 130.1844
Bh4 6 600 0.2826 317.925 1.884 22 41.448 143.7492
Bh5 8 600 0.2826 317.925 1.884 43 81.012 159.5748
Bh6 4 600 0.2826 423.9 1.884 14 26.376 180.1104
Bh7 12 600 0.2826 423.9 1.884 18 33.912 183.1248
Bh8 12 600 0.2826 423.9 1.884 85 160.14 233.616
Bh9 10 600 0.2826 317.925 1.884 6 11.304 131.6916
Bh10 23 600 0.2826 423.9 1.884 50 94.2 207.24
Bh11 10 600 0.2826 317.925 1.884 59 111.156 171.6324
Bh12 6 600 0.2826 317.925 1.884 6 11.304 131.6916
Bh13 8 600 0.2826 317.925 1.884 16 30.144 139.2276
Source: Data Analysis, 2021
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Energy berthing simulated by vessel her named MV. ATLANTIC MAZATLAN and
complete with pier and dimension fender UHMW-PEPAD 1300mm*3300mm*40 mm
OD*96mm & ID*600mm.
Name of Vessel M.V ATLANTIC MAZATLAN
Type of Vessel BULK CARRIER
Register SINGAPORE
Call sign S6AGA3
Dimension L.O.A:189.80 m, LBP 181 m, BM 32.26m,
DM=16.90m
Table 10. Ship Particular
Internasional Panama Canal Suez Canal
Certs of Tonnage
(T) (T) (T)
Gross Reg Tonnage 27986 26322 28850
Net Reg Tonnage 17077 23253 27986
Displacement 59468 58136 56508
Deadweight 51628 50296 48966
Draft 12.173 11.925 11677
TCP 53.6 53.5 53.4
Freeboard 4.77 5.018 5.266
Souce:https://www.gob.mx/cms/uploads/attachment/file/161550/Atlantic_Mazatlan.pdf
The Above ship particular can calculate the impact berthing energy from vessel DWT
51692-ton bulk carrier; as
Eccentricity Coefficient ( )
=
+
, . ( )
= .
= 0,974150012
Block Coefficient ( )
=
. . .
59468
= = 0,2177947051
181.32,26.45,4.1,03
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Virtual Mass Factor ( )
,
. . .
=1+ > 20000
,
. , . , . ,
=1+ = 1,08041
L.P.P. = Length of Perpendicular Vessel
.
0,852 189.80 =179.69m
K = Radius of Gyration
(0.19. . 0.11).
= (0,19 + 0,21.0,11)179,69 = 38,446008336
Normal Berthing Energy
.
= . . .
2.
Safety Factor According to British Standard *(2)
Energy Abnormal Berthing
.
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Table 11. Recapitulation Data
Description Syb Value
L.O.A. L 189.8 M
Breath B 32.26 M
Depth D 16.9 M
Displacement DW 59,468 M(t)
Dead Weight BV 51,628 M(t)
Berthing Velocity v 0.1 (m/s)
Water Density ρ 1.03 t/m³
Virtual Mass Factor Cm 1.08 Cm
Block Coefficient Cb 0.2178 Cb
Radius of Gyration K (m) 38.7 K(m)
Distance from bow to impact point X (m) 75 X(m)
Distance from the point off contact center of
R 55 R(m)
mass.
The angle between the velocity vector and
the line between the point of contact and the Φ 45.5 Φ (°)
center of mass
Eccentricity Coefficient Ce 0,974150012 Ce
Berth Configuration Coefficient Cc 1 Cc
Softness Coefficient Cs 0.95 Cs
Result
Normal Berthing Energy Ed En 51,56 t/m³
Abnormal Berthing Factor Cab 1 Cab
Abnormal Berthing Energy EAB 11,2292 t/m³
Source: Data Analysis, 2021
5. CONCLUSIONS
The above results are shown that the construction foundation trestle had built in the
condition that possesses result compression strength bearing capacity is adequate compress pile
from B.H. 1 to 13. Therefore, the foundation trestle may not simply collapse due to general
shear failure and local shear failure. Also, normal energy berthing and abnormal berth yield are
still capable of absorbing by UHMW-PEPAD Fender. Subject to be changing the velocity
vessel or unfavorable weather condition has happened. This may seriously cause property
damage to either the Port or the ship.
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