UFC-4-152-01,_Unified_Facilities_Criteria_(UFC),_Design_Piers_and_Wharves.pdf

UFC 4-152-01

28 July 2005

UNIFIED FACILITIES CRITERIA (UFC)

DESIGN: PIERS AND WHARVES

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

DESIGN: PIERS ADN WHARVES

Any copyrighted material included in this UFC is identified at its point of use.

Use of the copyrighted material apart from this UFC must have the permission of the copyright holder.

U.S. ARMY CORPS OF ENGINEERS

NAVAL FACILITIES ENGINEERING COMMAND (Preparing Activity)

AIR FORCE CIVIL ENGINEER SUPPORT AGENCY

Record of Changes (changes are indicated by \1\ ... /1/)

Change No. Date Location

This UFC supersedes MIL-HDBK-1025/1, Piers & Wharves, of 30 October 1987 with change 3 of 30 June 1994.

FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD 3007 and provides planning, design, construction, sustainment, restoration, and modernization criteria, and applies to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance with USD(AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and work for other customers where appropriate. All construction outside of the United States is also governed by Status of forces Agreements (SOFA), Host Nation Funded Construction Agreements (HNFA), and in some instances, Bilateral Infrastructure Agreements (BIA.)

Therefore, the acquisition team must ensure compliance with the more stringent of the UFC, the SOFA, the HNFA, and the BIA, as applicable.

UFC are living documents and will be periodically reviewed, updated, and made available to users as part of the Services’ responsibility for providing technical criteria for military construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities Engineering Command (NAVFAC), and Air Force Civil Engineer Support Agency (AFCESA) are responsible for administration of the UFC system. Defense agencies should contact the preparing service for document interpretation and improvements. Technical content of UFC is the responsibility of the cognizant DoD working group. Recommended changes with supporting rationale should be sent to the respective service proponent office by the following electronic form: Criteria Change Request (CCR). The form is also accessible from the Internet sites listed below.

UFC are effective upon issuance and are distributed only in electronic media from the following source:

• Whole Building Design Guide web site http://dod.wbdg.org/.

Hard copies of UFC printed from electronic media should be checked against the current electronic version prior to use to ensure that they are current.

AUTHORIZED BY:

DONALD L. BASHAM, P.E.

Chief, Engineering and Construction U.S. Army Corps of Engineers

DR. JAMES W WRIGHT, P.E.

Chief Engineer Naval Facilities Engineering Command

KATHLEEN I. FERGUSON, P.E.

The Deputy Civil Engineer DCS/Installations & Logistics Department of the Air Force

Dr. GET W. MOY, P.E.

Director, Installations Requirements and Management Office of the Deputy Under Secretary of Defense (Installations and Environment) http://www.hnd.usace.army.mil/TECHINFO/UFC/052902_SignedUFCImplementationMemo.pdf https://65.204.17.188/projnet/cms/version2/index.cfm?WORKFLOW=CMS_CCRQAdd&Action=IDFORM&SecureTry=1 https://65.204.17.188/projnet/cms/version2/index.cfm?WORKFLOW=CMS_CCRQAdd&Action=IDFORM&SecureTry=1 http://dod.wbdg.org/

NEW DOCUMENT SUMMARY SHEET

Description of Change: UFC 4-152-01, DESIGN: PIERS & WHARVES represents another step in the joint Services effort to bring uniformity to the planning, design and construction of piers and wharves. This UFC contains extensive modifications in the following areas:

• Loads and seismic considerations

• Fender Systems

• Camels and Separators

• Conversion from Mil-Hdbk to UFC and general updates and revisions

Reasons for Change: The existing guidance was inadequate for the following reasons:

• Previous document was nearly 20 years old

• Need to convert to UFC format

• Incorporation of changes described above

• Update to referenced documents

Impact: The following direct benefits will result from the update of 4-152-01, DESIGN: PIERS &

WHARVES:

• Although primarily a U.S. Navy document, a single, comprehensive, up to date criteria document exists to cover design of piers and wharves.

• Eliminates misinterpretation and ambiguities that could lead to design and construction conflicts.

• Facilitates updates and revisions and promotes agreement and uniformity of design and construction between the Services.

CONTENTS

CHAPTER 1: INTRODUCTION

1-1 SCOPE

1-2 GENERAL FUNCTION

1-3 FUNCTIONAL CATEGORIES

1-3.1 Type I – Fueling, Ammunition, and Supply 1-3.2 Type II – General Purpose 1-3.3 Type III – Repair 1-3.4 Type IV – Specialized

1-4 FLEXIBILITY OF BERTHS

1-5 APPURTENANCES AND FEATURES

CHAPTER 2: FACILITY PLANNING

2-1 LOCATION AND ORIENTATION

2-1.1 General 2-1.2 Orientation for Environmental Conditions 2-1.3 Vessel Ingress and Egress 2-1.4 Water Depth 2-1.5 Dolphins

2-2 COORDINATION OF REPAIR

2-2.1 General

2-3 OVERALL DIMENSIONS AND CLEARANCES

2-3.1 General 2-3.2 Pier and Wharf Length 2-3.3 Pier and Wharf Width 2-3.4 Slip 2-3.5 Pier and Wharf Deck Elevation

2-4 UTILITIES

2-4.1 General

2-5 LIGHTING

2-5.1 Topside Lighting 2-5.2 Lower Deck Lighting 2-5.3 Underdeck Lighting

2-6 SECURITY

2-7 LANDSIDE APPROACHES

2-7.1 Function 2-7.2 Roadway Width 2-7.3 Walkway Width 2-7.4 Roadway Deck Elevation 2-7.5 Number of Approaches 2-7.6 Turning Room 2-7.7 Safety Barriers

2-8 STRUCTURAL TYPES

2-8.1 General 2-8.2 Selection of Type 2-8.3 Construction i

CHAPTER 3. LOAD REQUIREMENTS

3-1 GENERAL

3-2 DEAD LOADS

3-2.1 General 3-2.2 Unit Weights

3-3 VERTICAL LIVE LOADS

3-3.1 General 3-3.2 Uniform Loading 3-3.3 Truck Loading 3-3.4 Rail-Mounted Crane Loading 3-3.5 Mobile Crane Loadings 3-3.6 Forklift and Straddle Carrier Loadings 3-3.7 Loading on Railroad Tracks 3-3.8 Buoyancy 3-3.9 Wave Loading 3-3.10 Application of Loadings

3-4 HORIZONTAL LOADS

3-4.1 Berthing Loads 3-4.2 Mooring Loads 3-4.3 Wind Loads on Structures 3-4.4 Loads on Piles 3-4.5 Earthquake Loads 3-4.6 Earth and Water Pressures on Retaining Structures 3-4.7 Thermal Loads 3-4.8 Ice Forces 3-4.9 Shrinkage 3-4.10 Creep

3-5 LOAD COMBINATIONS

3-5.1 General 3-5.2 Load Symbols 3-5.3 Load Factor Design 3-5.4 Service Load Design

CHAPTER 4. STRUCTURAL DESIGN

4-1 CONSTRUCTION MATERIALS

4-1.1 Timber 4-1.2 Steel 4-1.3 Concrete 4-1.4 Composites 4-1.5 Aluminum 4-1.6 Plastics

4-2 ALLOWABLE STRESSES

4-2.1 General 4-2.2 Timber 4-2.3 Steel 4-2.4 Concrete 4-2.5 Other Materials

4-3 DECK STRUCTURE DESIGN

4-3.1 Deck Framing ii

4-3.2 Pile Caps

4-4 SUBSTRUCTURE DESIGN

4-4.1 Pile Bent Framing

4-5 MOORING HARDWARE

4-5.1 General 4-5.2 Hardware Types 4-5.3 Strength 4-5.4 Placement

4-6 MOORING DOLPHINS/PLATFORMS

4-6.1 Design 4-6.2 Construction

4-7 MISCELLANEOUS CONSIDERATIONS

4-7.1 Expansion Joints 4-7.2 Drainage 4-7.3 Bullrail 4-7.4 Utility Trench 4-7.5 Utility Hoods 4-7.6 Wearing Course

CHAPTER 5. FENDER SYSTEMS

5-1 GENERAL CONSIDERATIONS

5-1.1 Description 5-1.2 Berthing Practice 5-1.3 Camels & Separators 5-1.4 Systems Approach 5-1.5 Functional Requirements

5-2 BERTHING ENERGY DETERMINATION

5-2.1 Methods

5-3 TYPES OF FENDER SYSTEMS

5-3.1 General 5-3.2 Fender Piles 5-3.3 Fenders

5-4 SELECTION AND DESIGN OF FENDER SYSTEMS

5-4.1 General 5-4.2 Fender System Behavior 5-4.3 Evaluation of Fender Systems 5-4.4 Fender System Design 5-4.5 Corner Protection 5-4.6 Support Chains 5-4.7 Chocks and Wales

CHAPTER 6 CAMELS & SEPARATORS

6-1 FUNCTION AND APPLICATION

6-1.1 Hull Maintenance 6-1.2 Overhangs and projections 6-1.3 Special Hull Treatments 6-1.4 Submarine Berthing 6-1.5 Multiple Berthing (Nesting) iii

6-1.6 Fender Protection

6-2 CAMELS

6-2.1 Log Camels 6-2.2 Timber Camels 6-2.3 Steel Pontoon Camels 6-2.4 Deep-Draft Camels 6-2.5 Hydro-Pneumatic Fenders 6-2.6 Composite Camels 6-3 Loads

6-4 GEOMETRY

6-4.1 Ship's Lines 6-4.2 Length and Width 6-4.3 Depth

6-5 STABILITY

6-6 LOCATION

6-7 MISCELLANEOUS CONSIDERATIONS

6-7.1 Protection 6-7.2 Buoyancy Tanks 6-7.3 Abrasion

6-8 CAMEL DESIGNS

6-8.1 Submarine Camels 6-8.2 Aircraft Carrier Camels

6-9 SEPARATORS

CHAPTER 7 ACCESS

7-1 GENERAL

7-2 SAFETY

7-3 LANDING FLOAT

7-3.1 Materials 7-3.2 Mooring Systems 7-3.3 Live Loads 7-3.4 Freeboard 7-3.5 Fendering 7-3.6 Fittings 7-3.7 Finish 7-3.8 Reinforced Plastic Landing Float 7-3.9 Concrete Float Elements

7-4 BROW OR GANGWAY

7-4.1 Length 7-4.2 Widths 7-4.3 Construction 7-4.4 Live Load 7-4.5 Handrails 7-4.6 Safety

7-5 BROW PLATFORMS

7-6 BROW AND PLATFORM DESIGNS

7-7 WALKWAY OR CATWALK

7-7.1 Width iv

7-7.2 Live Load 7-7.3 Construction 7-7.4 Handrails

7-8 RAMPS

7-9 ACCESS LADDERS AND LIFE RINGS

APPENDIX A REFERENCES

GOVERNMENT PUBLICATIONS

NON-GOVERNMENT PUBLICATIONS

AUTHORED PUBLICATIONS

APPENDIX B GLOSSARY

FIGURES

Figure 2-1. Pier and Wharf Types Figure 2-2. Wharf Types Figure 2-3. Length and Width of Slip Figure 2-4. Location of Crane Rails, Railroad Tracks, and Utilities Figure 2-5. Single Deck Pier Figure 2-6. Double Deck Pier Figure 2-7. Open and Solid Type Piers/Wharves Figure 2-8. Floating Double Deck Pier Figure 2-9. Open Type Wharf Concepts Figure 2-10. Closed Type Wharf Concepts Figure 2-11. Solid Type, Cellular Construction Figure 2-12. Solid Type, Caisson and Concrete Block Construction Figure 3-1. Wheel Loads for Portal Cranes Figure 3-2. Configuration and Wheel Loads for Container Cranes Figure 3-3. Wheel Loads and Dimensions for Truck Cranes Figure 3-4. Wheel Loads for Forklifts Figure 3-5. Wheel Loads for Straddle Carriers Figure 3-6. Principal Modes of Ice Action Figure 4-1. Concrete Deck Construction Figure 4-2. Substructure Framing Concepts Figure 4-3. Bullrail Details Figure 4-4. Mooring Dolphins Figure 4-5. Railroad Track Support Figure 4-6. Crane Rail Support Figure 4-7. Utility Trench Concept Figure 4-8. Utility Hoods Figure 5-1. Energy Model of a Fender System B = Beam width of shipFigure 5-2. Eccentricity Coefficient, Ce Figure 5-2. Eccentricity Coefficient, Ce Figure 5-3. Berthing Velocity for Small Ships (up to 20,000 tons) Figure 5-4. Berthing Velocity for Large Ships Figure 5-5 Foam-filled Fender System v

Figure 5-6 Fiberglass Fender Pile System

Figure 5-7 Plastic Fender Pile System Figure 5-8. Side-loaded and End-loaded Rubber Fenders Figure 5-9. Shear Fender Figure 5-10. Buckling Fender with Contact Panel Figure 5-11. Pneumatic Fenders Figure 5-12 Hydro-pneumatic Fender Figure 5-13. Monopile Fender System Figure 5-14. Evaluation of Fender System Types Figure 5-15. Corner Protection Figure 6-1. Composite Camel Figure 6-2. Aircraft Carrier Camel Figure 7-1. Small Floating Stage Figure 7-2. Reinforced Plastic Landing Float Figure 7-3. Transfer Bridge for LHAs

TABLES

Table 2-1 Ship Characteristics for Selected Ships Table 2-2 Typical Single Deck Pier and Wharf Widths Table 2-3 Estimated Space Requirements for PMA Table 3-1 Unit Weights Table 3-2 Vertical Live Loads for Pier and Wharf Decks Table 3-3 Outrigger Float Loads for Mobile Cranes Table 3-4 Values of CS, modifier for short-period spectral acceleration Table 3-5 Values of C1, modifier for 1-second period spectral acceleration Table 3-6 Load Combinations – LRFD Table 3-7 Load Combinations - Allowable Stress Design

EQUATIONS

EQUATION 3-1

EQUATION 3-2

EQUATION 5-3

EQUATION 5-4

EQUATION 5-5

EQUATION 5-6

vi

CHAPTER 1: INTRODUCTION

1-1 SCOPE.

This UFC contains descriptions and design criteria for pier and wharf construction, including subsidiary, contiguous, and auxiliary structures. Loading details, regulations, furnishings, appurtenances, and other information are discussed when applicable. This UFC provides minimum facility planning and design criteria for efficient homeporting facilities of Naval vessels. Existing ports, facilities, and berths may not meet all criteria and may therefore, perform less efficiently, but do not necessarily require upgrade. This UFC focuses on the entire homeport operation. For example, ships will visit fueling and ammunition piers for short periods, but generally berth at general purpose berthing piers.

1-2 GENERAL FUNCTION.

An important consideration that often comes up has to do with differentiation between homeports and ports of call. Basically, a homeport for a specific ship has been identified as such by Commander Fleet Forces Command and is listed in the Naval Register, http://www.nvr.navy.mil. The homeport is where the ship is assigned and offers all requisite services required by the ship to include the full compliment of hotel services. In contrast, a port of call would be any port where a ship stops along the way other than its homeport, or a stop at a fueling pier, an ammunition pier, a supply pier, or a repair pier. The only real requirements for a port of call would be that it has sufficient dredge depth and that it provides secure mooring. Ship does not go cold iron in port of call and uses its organic systems.

However, local determinations and justifications can warrant adding specific features at ports of call. Many of the new classes of ships have concepts of operations and special mission requirements that have resulted in making accommodations at ports in forward operating areas that ordinarily would not be required, i.e. hotel services. These are handled on a case-by-case basis and driven by operational requirements. Generally, piers and wharves provide:

• Berths with sufficient dredge depths for vessels.

• Secure mooring for vessels berths.

• Transfer points for cargo and/or passengers between water carriers and land transport.

• Facilities for fitting-out, refit or repair; and specialized functions.

1-3 FUNCTIONAL CATEGORIES.

Piers and wharves are grouped into four (4) primary types as follows:

1-3.1 Type I – Fueling, Ammunition, and Supply.

1-3.1.1 Fueling.

http://www.nvr.navy.mil/

These are dedicated piers and wharves equipped with facilities for off-loading fuel from ship to storage and for fueling ships from storage. For additional design criteria, see UFC 4-150-02.

1-3.1.2 Ammunition.

These are dedicated piers and wharves used for discharging ammunition for storage and for loading ammunition on outgoing ships. Explosives and ammunition quantity/distance standards are discussed in NAVSEA OP 5, Volume 1.

1-3.1.3 Supply.

Supply piers and wharves are used primarily for the transfer of cargo between ships and shore facilities. Provide standard gage railroad tracks when supplies will be brought in by rail.

1-3.2 Type II – General Purpose.

1-3.2.1 Berthing.

These are general-purpose piers and wharves used primarily for mooring ships. Furthermore, berthing facilities may be active, as when ships are berthed for relatively short times and are ready to put to sea on short notice, and inactive, as when they are berthed for long periods in a reserve status. Activities that typically take place on berthing piers and wharves are personnel transfer, maintenance, crew training, cargo transfer, light repair work, and waste handling.

Under some circumstances, fueling and weapons system testing may also be carried out in these facilities.

1-3.3 Type III – Repair.

An important consideration for repair piers is the need to provide heavy weather mooring capability. This includes properly sized and spaced storm bollards and a compliment of heavy weather mooring lines. This consideration is predicated upon the fact that ships under repair may not be able to get underway during a heavy weather event.

1-3.3.1 Repair.

Repair piers and wharves are constructed and equipped to permit overhaul of ships and portions of a hull above the waterline. These structures are generally equipped with portal cranes or designed to accommodate heavy mobile cranes.

1-3.3.2 Fitting-Out or Refit.

Piers and wharves for fitting-out are very similar to those used for repair purposes, providing approximately the same facilities. However, fitting-out piers and wharves will have, in addition to light and heavy portal cranes, large fixed tower cranes for handling guns, turrets, engines, and heavy armor.

1-3.3.3 Floating Drydocks.

Piers and wharves for floating drydocks are constructed and equipped to permit overhaul of ships above and below the waterline. Some floating drydocks have portal cranes on tracks on the wingwalls and some floating drydocks use cranes from the pier side. The dredge depth at these facilities must accommodate the floating drydock when submerged. Floating Drydocks are normally moored using two or more vertical spuds that maintain the horizontal position of the dock throughout its full range of vertical movement from fully submerged to fully dewatered. The pier/wharf structure must be designed to accommodate mooring spud placement and loading. The pier or wharf layout should also consider personnel, material, and vehicle access to the drydock pontoon deck when the drydock is in the raised (dewatered) position.

1-3.4 Type IV – Specialized.

1-3.4.1 Magnetic Treatment and Electromagnetic Roll piers.

These are piers that moor ships over an array of underwater instruments and large-area cable solenoids used specifically for removing and/or modifying the magnetic signature characteristics of surface vessels and submarines, as well as calibrating the on-board degaussing systems of mine countermeasure vessels. Magnetic Treatment facility designs vary using slips, T-piers, or single piers depending upon location and requirement. Magnetic Treatment piers designed to accommodate surface vessels are typically configured as T-shapes; whereas, submarines and mine countermeasure vessels are typically treated at drive-in piers built in parallel configurations.

1-3.4.2 Training, Small Craft, and Specialized Vessels.

These piers and wharves are typically light structures designed for specific but limited functions. Specific requirements are usually provided by the activity. Additional guidance can be found in UFC 4-152-07N.

1-4 FLEXIBILITY OF BERTHS.

Typically, piers and wharves are designed to provide space, utility service, and other supporting facilities for specific incoming or homeported ships. However, berthing plans and classes of ships berthed change with time. While it is not economically feasible to develop a single facility to accommodate and service all classes of ships presently known, design the facility with a certain amount of flexibility built in for anticipated future changes in the functional requirements. This is especially true for berthing piers and wharves that will be used to accommodate different classes of ships as well as support a variety of new operations.

1-5 APPURTENANCES AND FEATURES.

The following is a range of appurtenances and features that may be required for piers and wharves.

• Mooring devices to safely secure the ship.

• Fender systems, camels and separators.

• Hotel and ship service utilities.

• Communications.

• Cranes and crane trackage.

• Access facilities for railroad cars and trucks.

• Waste handling facilities.

• Cargo handling equipment.

• Covered and open storage spaces for cargo.

• Support building, tool shed, office space, and control rooms.

• Lighting poles and equipment.

• Security systems.

• Firefighting equipment.

• Emergency medical facilities.

• Access structures and facilities.

• Fueling facilities.

• Safety Ladders.

• Life-Safety Rings.

CHAPTER 2: FACILITY PLANNING

2-1 LOCATION AND ORIENTATION.

2-1.1 General.

The location and alignment of piers and wharves in a harbor should consider factors such as:

• maneuverability,

• required quayage,

• harbor line restrictions,

• geotechnical conditions,

• isolation requirements,

• prevailing wind and current directions,

• clearance between moored or passing vessels,

• project depth,

• shoaling patterns,

• environmental permit restrictions,

• port regulations and

• landside access/proximity.

For further discussion and criteria, see UFC 4-150-06.

2-1.2 Orientation for Environmental Conditions.

To the extent practicable, orient piers and wharves so that a moored ship is headed into the direction of the prevailing winds and currents. Thus, the forces induced on mooring lines by these conditions would be kept to a minimum. If such an arrangement is not feasible, consider an orientation in which the wind or current holds the ship off the facility, although do not overlook the difficulty in mooring a ship under such conditions. In locations where criteria for both wind and current cannot be met, orient the berth parallel to the direction of the more severe condition. At locations exposed to waves and swell, locate the facility so that a moored ship is headed into the wave or swell front. If planning criteria dictate that a pier or wharf be oriented so that a moored ship is positioned broadside to the prevailing winds, currents, or waves, consider breast-off buoys to keep the ship off the facility and diminish the possibility of damage to the structure and ship. At oil storage terminals located in areas where meteorological and hydrological conditions are severe, consider using a single point mooring which allows a moored tanker to swing freely when acted upon by winds, waves, and currents from varying directions. See UFC 4-159-03.

2-1.2.1 Pier Orientation.

A pier is oriented either perpendicular to or at an angle with the shore. There are generally slips on both sides, although there are instances where only one side has a slip because of site conditions or because there is no need for additional berthing. Piers may be more desirable than wharves when there is limited space available because both sides of a pier may be used for mooring ships. When both sides of a moored ship need to be accessed, two parallel piers with a slip in between may be preferred. Magnetic Treatment and Electromagnetic Roll piers usually require a magnetic north/south orientation, irrespective of other considerations

2-1.2.2 Wharf Orientation.

A wharf is a structure oriented approximately parallel to the shore. Ships can only be moored at the offshore face of a wharf. When water depths close to shore are not adequate to accommodate deep draft ships, the wharf, consisting of a platform on piles, is located offshore in deep water and is connected to shore at one or more points by pile-supported trestles, usually at right angles to the wharf. If the trestle is located at the center of the wharf, the structure is referred to as a T-type wharf; if the trestle is located at an end, the facility is known as an L-type wharf; if trestles are located at both ends, the wharf is called a U-type wharf. Ships may be berthed on both sides of a T- or L-wharf. When the offshore wharf is used for transfer of bulk liquid cargo from the unloading platform to shore via submarine pipelines, the structure is referred to as an island wharf.

A trestle from the offshore wharf to shore is not provided and both sides of the island wharf may be used for mooring ships. Launches are used for wharf access. Where a U-shaped berth is formed by a cut into land by two approximately parallel wharves, this may be referred to as a slip. For examples of pier and wharf types, see Figures 2-1 and 2-2. For general cargo, supply, and container terminals, a wharf structure, connected to upland shore area for its full length, is preferred because such an arrangement is more adaptable to loop rail and highway connections and the distance from wharf apron to transit sheds and open storage areas is shorter.

2-1.3 Vessel Ingress and Egress.

On occasion, a moored vessel is required to make a hasty departure from its berth and head out to sea. Accordingly, when planning a pier or wharf, consider providing adequate turning area so that a ship can be turned before it is docked, and moored with a heading that will permit a convenient and rapid departure.

2-1.3.1 Disaster Control and Emergency Plans.

In an emergency, tugs may not be available. Therefore, the slip, berth, basin, and channels should allow the ship to get underway without assistance. See OPNAVINST 3040.5c.

There will be cases where a ship will not be able to leave prior to heavy weather (such as during a PMA or PIA for CVN). General-purpose berths are normally designed for 64-knot (75-mph [32.9 m/s]) winds. Winds in excess of 64 knots (75 mph [32.9 m/s]), such as may be seen at repair berths, require special considerations. See the heavy weather mooring criteria contained in UFC 4-159- 03.

Design facility systems for continuous operation in the event of a power outage, in other words, pier/wharf remains operational with exception of having shore power and lighting.

2-1.3.2 Harbor Elements.

Information on channel approaches (outer channels), entrances (inner channels), and turning basins to include recommended widths and depths is contained in

UFC 4-150-06.

2-1.4 Water Depth.

At locations where the required depth of water is available close to shore and the harbor bottom slopes steeply out to deeper water, it may not be economical to build deep-water foundations for a pier; consider a wharf structure. At locations where water depths are shallow and extensive dredging would be required to provide the required depth of water close to shore, consider locating the facility offshore, in deeper water, by utilizing a T-, L-, or U-type wharf.

2-1.5 Dolphins.

These are small independent platforms or groups of piles used by themselves or in conjunction with a pier or wharf for specialized purposes. A mooring dolphin is sometimes used at the offshore end of a pier or both ends of a wharf to tie up the bow or stern line of a ship at a more favorable angle. Mooring dolphins are usually accessed by a catwalk, as illustrated in Figure 2-1, and are provided with a bollard or capstan. Breasting dolphins are sometimes used for roll-on/roll-off facilities and at fueling terminals where a full-length pier or wharf is not required.

They may also be used as part of the fender system. A turning dolphin is an isolated structure used solely for guiding the ships into a berth or away from known obstructions. Occasionally, a mooring dolphin may also be designed to function as a turning dolphin. Approach dolphins are used where the end of a pier or ends of a slip require protection from incoming ships.

Figure 2-1. Pier and Wharf Types

Figure 2-2. Wharf Types

2-2 COORDINATION OF REPAIR.

2-2.1 General.

Ships will undergo a Phase Maintenance Program based on the Class Maintenance Plan (CMP). These maintenance activities will generally be conducted at a repair berth. Ships in drydock and in inactive status require specialized criteria that NAVFAC will provide as requested. Coordinate capability of local ship repair facilities and salvage operations with NAVSEA SUPSHIP.

The following facilities should be available within a reasonable distance from the support facility homeport.

a. A Ship Maintenance Facility (SMF) housing the machine tools, industrial processes and work functions necessary to perform non-radiological depot level maintenance on ship propulsion plants.

b. A Maintenance Support Facility (MSF) housing both administrative and technical staff offices supporting ship propulsion plant maintenance, as well as central area for receiving, inspecting, shipping, and storing hazardous/mixed waste materials and maintenance materials, and controlled radiological tank storage.

c. A Controlled Industrial Facility (CIF) or Radiological Work Facility used for the inspection, modification, and repair of radiological controlled equipment and components associated with Naval nuclear propulsion plants. It also provides facilities and equipment for the treatment, reclamation, and packaging for disposal of radiologically controlled liquids and solids. It includes non-radiologically controlled spaces for administration and other support functions.

d. Drydock facilities for various classes of ships. Refer to UFC 4-213-12 for listing and details on active U.S. Navy graving drydocks. Consult with NAVSEA and the ship’s Maintenance Program Master Plan and Class Master Plan (CMP) for specific requirements. Few floating drydocks remain active as service craft in the U.S. Navy inventory. Special moorings may be required for floating drydocks and special considerations for dredging (and shoaling) to allow for lowering of the dock is required.

e. Phased Maintenance Activities (PMA). PMA is a short, labor-intensive availability for ships in a Phased Maintenance Program for the accomplishment of maintenance and modernization. At some Naval stations, PMA is performed at general purpose berthing piers. PMA is discussed in detail in a subsequent section.

2-2.1.1 Aircraft Carriers.

Every 18 months an aircraft carrier will undergo a 6-month “Planned Incremental Availability (PIA)” at the repair berth. For CVN’s, also coordinate with NAVSEA

PMS 312 and NAVSEA 08, COMNAVAIRLANT N4, or COMNAVAIRPAC N4.

Drydock facilities for CVNs exist only at Puget Sound Naval Shipyard, Norfolk Naval Shipyard, and NorthrupGrumman Newport News. NAVSEA 08 defines emergency drydock facilities for CVNs. CVNs will be located at these facilities when this service is required.

2-3 OVERALL DIMENSIONS AND CLEARANCES.

2-3.1 General.

The overall dimensions and clearances required for piers and wharves are dependent on characteristics of the ships to be berthed and the support services provided. Comprehensive information on all U.S. Navy ships is found in the following locations:

• Ships Characteristics Database (SCDB) which is part of the WATERS TOOLBOX available at the NAVFAC Engineering Innovation and Criteria (EICO) Office website.

• For additional information on general criteria, see NAVFAC P-80.

• Naval Vessel Register, http://www.nvr.navy.mil/.

• Military Sealift Command, http://www.msc.navy.mil/inventory.

2-3.1.1 Ship Characteristics.

Criteria is summarized below with “governing values” provided in Table 2-1.

http://www.nvr.navy.mil/ http://www.msc.navy.mil/inventory

Table 2-1 Ship Characteristics for Selected Ships

DRAFT DISPLACEMENT LENGTH BEAM HEIGHT

Above Waterline

SURFACE

COMBATANT

CG-47

33.4 ft

10.2 m

9962 LT

10125 MT

567 ft

172.8 m

66 ft

20.1 m

AMPHIBIOUS

ASSAULT

LHD-1

LPD-17

27 ft

8.2 m

40,674 LT

41,430 MT

884 ft

269.4 m

118 ft 36 m

180 ft 55 m

AUXILIARY

AOE-6

41 ft

12.5 m

49,484 LT

50,278 MT

754 ft 230 m

107 ft

32.6 m

AIRCRAFT

CARRIER

CVN-68

40.8 ft

12.4 m

104,200 LT

105,854 MT

1123 ft

342.3 m

280 ft 85.3

215 ft

65.5 m

SUBMARINE

SSN-21

SSN-774

38 ft

11.6 m

7196 LT

7311 MT

377 ft

114.9 m

42 ft

12.8 m

SUBMARINE

SSBN-726

36 ft 11 m

16740 LT

17008 MT

560 ft

170.7 m

42 ft

12.8 m

NOTES:

Draft – use the larger limiting draft or maximum navigational draft in determining minimum water depth requirements.

Displacement – use the largest displacement expected of any ship anticipated to use the facility in determining berthing forces on the pier or wharf.

Length – use the overall length for the longest combination of surface combatants, amphibious warfare, combat logistic ships, or CVN that normally use the facility to determine pier and wharf length and utility locations.

Beam – use the widest to determine horizontal clearances and slip width both for single berth and nested configurations. Note that the waterline beam for CVN 68-75 is 134 ft and the width of the flight deck structure (with antenna platforms, walkways, and portable flight deck sections removed) is 252 ft. Without removing these appurtenances, CVN 68 is 260 ft and CVN 76 is 280 ft wide.

Height – use the lightly loaded height of 180 ft (55m) above the waterline. This includes combined superstructure and all communications / antenna array supported by the superstructure. Governing vessel is the LPD 17. Use the lightly loaded height of 215 ft.

above the waterline for CVN’s.

2-3.1.2 Supporting Items.

a. Provide fender / camel systems for the following arrangements:

• Multiple / nested berths for DD 963, CG 47, DDG 51, FFG 7 (surface combatants),

• Single berths for LHD, LHA, multiple berths for LPD, LSD (amphibious assault);

• Single berths for T-AKE, T-AO, T-AOE, (auxiliary)

• Single berths for CVNs

• Multiple/nested berths for SSN, SSBN

b. Aircraft require extensive support. Those requirements are not addressed herein.

c. A minimum of 5 acres (20,234m2) of laydown area in addition to pier/wharf space is desirable. The laydown area should be within ½ mile (.8km) of the pier or wharf.

d. Brows and Platforms are usually placed at ship’s designated entry/egress points to the main deck. For CV and CVN, two 45-foot brows are usually placed on the ship’s #2 elevator and one 60-foot (18.3 m) brow placed between elevators #2 and #3 to the main deck. Brow design length will be based on camel design and resultant standoff distance.

e. Design facilities (ramps, landings, railings) in accordance with American with Disabilities Act (ADA) of 1990. Technical requirements and guidelines for accessibility to buildings and facilities are found in ICC/ANSI A117.1 and the American with Disabilities Act Accessibility Guidelines

(ADAAG).

f. Sideport loading ramp access is of primary concern to LHA-1, LHD-1, and LPD-17. For double deck piers special ramps are required to access sideport loading ramp. The study Amphibious Warfare Ship to Pier Interface Study provides details on the access problem as well as recommended special ramps.

g. Generally, design CVN berths to accommodate a variety of other classes of ships as well.

h. Design general warehouse space to be accessible to large trucks and handling equipment.

i. Do not permit pier interferences such as utilities and deck appurtenances in the zone of elevators for CVN (#1, #2, and #3), LHA, or LHD. At times these ships may have to move off of their normal berth bridge mark, i.e. move CVN offshore for ordnance load or move LHA/LHD toward bulkhead for stern gate ramp placement. Objective is to keep edge of pier free of obstructions.

j. Provide parking for ship’s government and privately owned vehicles in proximity to entrance to the pier or wharf.

k. Provide sufficient security for ships on the pier. Consider minimally manned ships. See also paragraph 2-6.

l. Provide safety equipment.

2-3.2 Pier and Wharf Length.

2-3.2.1 Single Berth.

The length of pier or wharf should equal the overall length of the largest ship to be accommodated, plus an allowance of 50 ft (15.2 m) at each end of the ship.

For aircraft carriers, increase the allowance at each end of the vessel to 100 ft (30.5 m.) Refer to Figure 2-3. Single berths are used by LHA, LHD (amphibious assault ships); T-AKE, T-AO, T-AOE, (auxiliary); and CVNs.

2-3.2.2 Multiple Berths.

The length of a pier or wharf should equal the total overall length of the largest ships simultaneously accommodated, plus clear distance allowances of 100 ft (30.5 m) between ships and 50 ft (15.2 m) beyond outermost moored ships.

Refer to Figure 2-3. Multiple berths are used by DD 963, CG 47, DDG 51, FFG 7 (surface combatants) and SSN, SSBN submarines.

2-3.2.3 Container and RO/RO Berths.

The length of berths used for container or RO/RO berths should account for the requirements of the container cranes or special ramps. Where shipboard ramps are used, provide adequate berth length to allow for efficient vehicle maneuvering.

2-3.2.4 Submarine Berths.

For most classes of submarines, a 50-ft (15.2-m) end distance to a quaywall or bulkhead is adequate. The nose-to-tail spacing for multiple berthing should also be a minimum of 50 ft (15.2 m.) However, large submarines such as the Ohio class (Trident) require 150 ft (45.7 m) or more nose-to-tail spacing and clearance to bulkhead or quay wall. Where explosive safety distance considerations require the use of fragmentation barriers, or specific separation distances, spacing must be adjusted per the requirements of NAVFAC OP5.

2-3.2.5 CVN Berths.

CVNs are typically moored “starboard side to” to allow access to the ship’s three elevators for loading/unloading.

2-3.3 Pier and Wharf Width.

Pier width as used in this UFC refers to the net operating width of the structure, exclusive of fender systems, curbs, and dedicated utility corridors. Refer to Figure 2-4. This definition also holds for U-, L-, and T-type wharves. However, with reference to wharves, the width should be the dimension to a building, roadway, or other identifiable obstruction. Refer to Table 2-2 for minimum widths established for each functional type other than general purpose berthing piers.

Review with specific functional requirements of the individual installation in mind before a final selection is made. Functional requirements include space for:

cargo loading operations, line handling, ship maintenance, maintenance of utilities and layout of cables and hoses, solid waste collection, brows and platforms, crane operation, and other operations. For crane operation, consider crane outriggers, tail swing of crane counterweights, and overhang of vessels.

For CV’s and CVN’s, coordinate the tail swing of gantry cranes with the overhang of the flight deck and elevators considering available camels and potential list of the ship. Also, these dimensions should not be less than the widths determined by geotechnical and structural considerations. Factors to be considered in the determination of pier and wharf width are discussed below.

2-3.3.1 Utilities.

One of the primary functions of a pier or wharf is to provide connections for utilities from ship to shore. Fixed utility terminals are usually provided close to the edge of the pier or wharf along the bullrail. Flexible hoses and cables are then connected to these terminals and to the ship. Depending upon the type of utility hoods, the terminals, hoses, and cables may require 10 to 15 ft (3 m to 4.6

m) of space along the edge that cannot be utilized for any other purpose.

Consider the types of utility hoods that require additional edge space for cable and hose laydown. On single deck piers, substations are typically mounted on the deck, which require an additional 25 ft (7.6m) of pier width. Double deck piers are used where the width of the berth area is constrained by adjacent facilities or other limitations. This configuration allows the utility enclosures and the associated hoses, cables and maintenance activities to be segregated from the operational areas and allow crane operations closer to the edge of the pier or wharf.

2-3.3.2. Berths on One Side.

For wharves or piers with berths on one side, the minimum width is 66 ft (18.3m) comprised of: 16 ft (4.9m) bollards and utilities, 35 ft (10.7m) mobile crane ops, and 15 ft (4.5m) fire lane). For CVN’s with berth on one side, the minimum width is 90 ft minimum (27.4m) comprised of: 20 ft (6.1m) bollards and utilities, 35 ft (10.7m) mobile crane ops, 15 ft (4.5m) fire lane, and 20 ft (6.1m) for loading area.

2-3.3.3 Berths on Both Sides.

For Single Deck pier with berths on both sides, the minimum width is 117 ft.

(35.7m) comprised of: 32 ft (9.8m) bollards and utilities, 70 ft (21.3m) mobile crane ops/loading area, and 15 ft (4.6m) fire lane). A typical single deck pier is shown in Figure 2-5. For a single deck pier with CVNs (or combination CVN/AOE) berthed on both sides, the minimum width is 150 ft (45.7m) comprised of: 40 ft (12.2m) bollards and utilities; 70 ft (21.3m) mobile crane ops;

25 ft (7.62m) loading area; and 15 ft (4.6m) fire lane. This 150 ft (45.7m) recommended width is based largely upon operational experience of existing facilities.

2-3.3.4 Double Deck Pier with Berths on Both Sides.

Minimum width is 93-ft (28.3 m) comprised of: 8 ft (2.4 m) bollards, 70 ft (21.3 m) mobile crane ops/loading area, and 15 ft (4.6 m) fire lane). A double deck pier provides: clear unobstructed pier to ship interface; isolation of operations deck services from lower deck utilities services (i.e. substation located on lower deck);

reduced offset requirements for mobile crane operation (thereby reducing the requirement for floating cranes); higher main deck, improving mooring line angles and lessening need for brow platforms; A typical double deck pier is shown in Figure 2-6.

2-3.3.4 Mobile Crane Operation.

With the exception of magnetic treatment/electromagnetic roll and fueling piers where a lighter duty mobile crane and/or forklift truck is sufficient, piers and wharves are subject to frequent usage by mobile cranes, forklifts, and straddle carriers. Typically, the cranes will be used to lift light loads (5 to 10 tons) but at a longer reach. This requires a high-capacity crane. If the crane operations are not allowable because of utility trenches and trenches with light-duty covers, such areas should be clearly marked and separated by a raised curb to prevent accidental usage. Typically, mobile crane operators want to get as close as possible to the edge of the pier or wharf to reduce the reach. However, the edges of piers and wharves are also the best places for locating utility trenches and utility trenches. This conflict can be resolved by either designing all utility covers to the high concentrated load from the mobile crane or by allowing crane operations in discrete and dedicated spaces along the edges. Weight-handling equipment requires maneuvering and turnaround space on the deck for effective operation. If possible the deck space should be planned to allow mobile cranes to be backed up perpendicular to the bullrail. This permits the maximum load/reach combination. Make allowance for tail-swing of crane counter-weight.

Refer to UFC 3-320-07N and P-307. The Navy Crane Center:

http://ncc.navfac.navy.mil/ may also be consulted for operating requirements.

http://ncc.navfac.navy.mil/

Figure 2-3. Length and Width of Slip

Figure 2-4. Location of Crane Rails, Railroad Tracks, and Utilities

Table 2-2 Typical Single Deck Pier and Wharf Widths

Function Classification

Ship Type Minimum Pier Width (feet)

Minimum Wharf Apron Width (feet)

Railroad Track (Standard gage)

Rail Mounted Cranes

Ammunition Ammunition 100

100 -- --

Fitting-out Destroyer 125 -- 2 tracks 1 each side

2 40-ft gage 1 each side

Repair Cruiser

Auxiliary

4 tracks 2 each side

4 tracks 2 each side

2 40-ft gage 1 each side

2 40-ft gage 1 each side

Fueling Auxiliary

Supply (general cargo)

Supply (container cargo)

125+

2 tracks

Up to 3 tracks

1 100-ft gage

* Width applies when 60-ft camels are used to breast out carriers

Figure 2-5. Single Deck Pier

Figure 2-6. Double Deck Pier.

2-3.3.5 Railroad & Crane Trackage.

The number of railroad and crane tracks required and type of weight-handling equipment furnished on piers and wharves are dependent on the type of function, ships to be accommodated, amount of cargo to be handled, and rate of cargo transfer. Specific service requirements of the individual installation should be evaluated in conjunction with the following considerations:

Rail mounted cranes are often needed for loadout in repair, fitting out, and refit facilities. Width requirements depend on equipment selected. The use of wide gage crane service at repair, fitting out, ammunition and supply piers, and wharves should be considered. A rail gage of 40 ft (portal crane gage at PSNS and IMF Bremerton Site is 20 ft) for new cranes, except at container terminals or where it is necessary to conform to gages of existing tracks. When cranes are furnished, the distance from the waterside crane rail to the edge of the pier or wharf should be adequate to provide clearance for bollards, cleats, capstans, pits housing outlets for ship services, crane power conductors, and other equipment.

Some electric powered gantry cranes may require either open or covered (panzer-belts) cable trenches in the pier or wharf deck for the power conductors.

Where locomotive cranes are used on piers and wharves, the distances between tracks and curbs should be increased to accommodate the tail swings of the crane. For discussion of crane power conductors, see UFC 3-320-07N. For trackage requirements, refer to UFC 4-860-02N.

Do not consider railroad trackage for use on berthing piers and wharves (both active or inactive), except at stations where most cargo is received by rail, one or more tracks may be considered for use on active berthing piers. When there are existing railroad networks at the station, tracks should be considered for installation on repair, fitting out, ammunition and supply piers and wharves.

When trackage is required along aprons of piers and wharves, at least two tracks should be provided so that one track may be used as a running track when the other track is occupied. Track gage should conform to gage of existing trackage on adjacent piers and wharves to avoid creation of "captive" cranes. Except where local conditions require otherwise, standard gage should be used for trackage. Width of piers and wharves should be adequate to allow passing of trains and forklift trucks (or other material-handling equipment). Make allowances for stored cargo and other obstructions.

Where sponsons or flight decks of CVNs or other ship types with large deck overhangs are anticipated to be berthed, locate the crane rail so that all parts of the crane will clear the deck overhang.

Railroad and crane trackage should not be considered for use on piers and wharves used primarily for fueling (petroleum) operations.

When railroad and crane trackage is required on piers and wharves, the spacings shown on Figure 2-4 may be used as a guide.

2-3.3.7 Trucks and Other Vehicles.

A variety of service trucks and vehicles can be expected to use piers and wharves for moving personnel, cargo, containers, and supplies to and from the ships. The width provided must take into account operation and maneuvering of such vehicles. Turnaround areas should be provided.

2-3.3.8 Sheds and Buildings.

Pier and wharf deck is usually too expensive an area for storage sheds, which should therefore be located on land to be cost-effective. Storage sheds and buildings of any kind should be kept off piers and wharves unless their location can be justified by security considerations. Transit sheds may be considered on piers and wharves where a suitable upland area is not available. When used on a pier, the transit shed should be located along the centerline with clear aprons on both sides consistent with the requirements set forth herein but not less than 20 ft (6.1m) or more wide. On wharves, transit sheds and support buildings should be located on the land side edge with a clear apron toward the waterside.

In general, support buildings on piers and wharves should be kept as small as feasible and located away from high-activity areas for least interference.

2-3.3.9 Movable Containers and Trailers.

During active berthing of ships, various containers of different sizes are temporarily or permanently located on pier deck to support the operations.

These include shipyard toolboxes, garbage dumpsters, training trailers, and supply trucks. Adequate deck space should be available for locating and accessing these containers and trailers.

2-3.3.10 Fire Lane.

Retain and mark, with a painted yellow line, a 15-foot-wide (4.6 m) unobstructed fire lane. Provide a marked (with dashed, painted yellow lines) 2.5-foot wide (0.8

m) “dual use” buffer on both sides of the 15-foot-wide (4.6 m) unobstructed fire lane. Local enforcement would keep this area clear enabling a total available fire lane width of 20 feet. However, encroachment into the “dual use” buffer by cranes is acceptable. Any other encroachment into the “dual use” buffer will be handled on a case-by-case basis. For wharves, provide a 20-foot-wide (6.1 m) unobstructed fire lane immediately adjacent to the operating area. These requirements need not be applied to small craft or yard craft piers.

The following background is necessary to understand the reasoning for the current fire lane width specified for Navy piers. In 1994 a local recommendation was made at Naval Station Norfolk to increase the fire lane width from 12-feet to 15-feet, (3.7 m to 4.6 m) allowing for one-way traffic and some adjacent working area. This recommendation was endorsed at NAVFAC headquarters and Change 3 was issued to Mil-Hdbk 1025/1 Piers and Wharves, which stated:

For piers provide a 15-foot-wide unobstructed fire lane independent of net operating width requirements.

Locate and mark the lane near the longitudinal pier centerline. For wharves, provide a 15-foot-wide unobstructed fire lane immediately adjacent to the operating area…

Since this time, Navy piers have been and are continuing to be built with a 15-ft (4.6 m) fire lane. Subsequent to this an NFPA requirement calling for 20 ft (6.1

m) fire lanes was identified. The current philosophy is supported by the fact that there are a number of considerations that go into development of pier width and pier area. Width and area must be provided for the following functions in addition to fire protection: berthing, maintenance, crew training, cargo transfer, light repair work, waste handling, fueling/ordnance handling (under some circumstances) and utilities that provide hotel services. Increasing pier width, by another 5 ft (1.5 m), over the length of the pier would cause a significant increase in construction cost and require additional real estate where multiple piers are arranged. Recognizing the fact that area is allotted for crane location along the length of the pier, this area will not be occupied a majority of the time, therefore, it is anticipated that additional area besides the 15-ft (4.6 m) fire lane and 2.5 ft (0.6 m) wide "dual use" buffer will be available along the pier for additional staging in the event of an emergency.

2-3.3.11 Fuel-Handling Equipment.

At specified berths, stationary fuel-handling equipment consisting of self-adjusting loading arms is often furnished to offload fuel products from tankers to onshore storage facilities. Pier or wharf width requirements depend on equipment selected and facilities furnished.

2-3.3.12 Phased Maintenance Activities (PMA).

The four levels of PMA and their estimated space requirements are as follows and as detailed in Table 2-3.

For additional information, see TM-5, and OPNAVINST 4700.7J.

a. Intermediate Maintenance Availability (IMA). IMA consists of removal and repair of shipboard equipment performed by Shore Intermediate Maintenance Activity (SIMA) personnel or tender forces, with a duration of approximately 30 days. Gross deck requirements range from 2000 to 3000 ft2 (185.5 to 287.8 m2) with work area dimensions varying from 30 x 65 ft (9.1 x 19.8 m) to 30 x 100 ft (9.1 x 30.5 m.)

b. Planned Restricted Availability (PRA). PRA consists of limited repairs of shipboard equipment and systems by contract forces under…