Is 4651-3 - 2020

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भारतीय मानक IS 4651 (Part 3) : 2020
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Indian Standard
पत्तनों और पोताश्रयों की योजना

और रूप — रीति सहं िता
भाग 3 भार
( दसू रा पनु रीक्षण )
Planning and Design of Ports and

Harbours — Code of Practice
Part 3 Loading
( Second Revision )
ICS 93.140
© BIS 2020
भारतीय मानक ब्रयू ो

B U R E A U O F I N D I A N S TA N D A R D S
मानक भवन, 9 बहादरु शाह ज़फर मार्ग, नई िदल्ली – 110002
MANAK BHAVAN, 9 BAHADUR SHAH ZAFAR MARG
NEW DELHI-110002
www.bis.gov.in
www.standardsbis.in
December 2020 Price Group 9

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Ports, Harbours and Offshore Installations Sectional Committee, CED 47
FOREWORD
This Indian Standard (Part 3) (Second Revision) was adopted by the Bureau of Indian Standards, after the draft
finalized by the Ports, Harbours and Offshore Installations Sectional Committee had been approved by the Civil
Engineering Division Council.
Based on the need felt towards formulating Indian standard recommendations relating to various aspects
of waterfront structures, the IS 4651 series of standards were established. This standard is one of this series
formulated on this subject and deals with loading. The other parts in the series are given below:
Part 1 Site investigation
Part 2 Earth pressures
Part 4 General design considerations
Part 5 Layout and functional requirements
This standard (Part 3) was first published in 1969 and subsequently revised in 1974 to provide details about
ships characteristics and the methods for determining wave forces. In the first revision, due weightage was given
to international coordination among the standards and practices prevailing in different countries in addition to
relating it to the practices in the field in this country.
The following significant changes have been made in this revision:
a) Information about vertical imposed loads due to container cranes and mobile harbour cranes have been
added.
b) Details regarding berthing energy has been modified.
c) The calculation of wave force has been modified to determine the total force acting on the vertical pile
and effective lever arm from the bottom of the pile.
d) Keulegan-Carpenter number (KC) has been introduced to find the value of drag coefficients and inertia
coefficients.
e) Points to consider while computing wave force using Morison equation have been covered in detail.
f) Information regarding wave condition for design of breakwater, open sea jetty and wind forces have been
included.
g) Annex A on dimensions of ships has been modified and revised with updated details.
h) Determination of wave forces and moments by Goda’s method has been included.
The composition of the Committee responsible for formulation of the standard is given in Annex E.
For the purpose of deciding whether a particular requirement of this standard is complied with the final value,
observed or calculated, expressing the result of a test or analysis shall be rounded off in accordance with
IS 2 : 1960 ‘Rules for rounding off numerical values ( revised )’. The number of significant places retained in the
rounded off value should be the same as that of the specified value in this standard.
IS 4651 (Part 3) : 2020
Indian Standard
PLANNING AND DESIGN OF PORTS AND
HARBOURS — CODE OF PRACTICE
PART 3 LOADING
( Second Revision )
1 SCOPE for the accommodation of the master, officers, crew,
navigation, propelling machinery and fuel.
This standard (Part 3) deals with the loading on
waterfront structures. It covers vertical imposed 3.3 Dead Weight Tonnage (DWT) — It is the weight
loads, horizontal forces due to berthing, bollard pulls, in long tons (of 2 240 lb) of 1 016 kg cargo, stores, fuel,
wave forces, currents and winds, reference is given to passengers and crew carried by the ship when loaded to
earthquake forces. her maximum summer load line.
2 REFERENCES 3.4 Displacement Tonnage (DT) — The actual weight
of the vessel, or the weight of water she displaces when
The following standards contain provision which
afloat and may be either ‘loaded’ or ‘light’.
through reference in this text, constitute provisions of
this standard. At the time of publication, the editions 3.4.1 Displacement ‘Loaded’ — The weight, in long
indicated were valid. All standards are subjected tons (2 240 lb), of the ship and its contents when fully
to revision, and parties to agreement based on this loaded with cargo, to the plimsoll mark or load line.
standard are encouraged to investigate the possibility
of applying the most recent editions of the standards 3.4.2 Displacement ‘Light’ — The weight, in long tons,
indicated below: of the ship without cargo, fuel and stores.
IS No. Title 4 SHIP CHARACTERISTICS

875 Code of practice for design
(Part 3) : 2015 loads (other than earthquake) for 4.1 Relationship between the various tonnages are
buildings and structures: Part 3 generally as given in Table 1.
Wind loads (third revision) 4.1.1 For bulk carriers, relationship between GRT and
1893 Criteria for earthquake resistant DWT is generally as follows:
(Part 1) : 2016 design of structures: Part 1 DWT = 1.649 GRT + 1 462
General provision of buildings
(sixth revision) 4.1.2 For tankers, relationships between DWT and DT
7314 : 1974 Glossary of terms relating to port are generally as given in Table 2.
and harbour engineering 4.2 Ship Dimensions
3 TERMINOLOGY For preliminary design purposes the ship dimensions
given in Annex A may be used. For detailed design, ship
For the purpose of this standard, the terms relating to dimensions appropriate to the type of service required
tonnage of ships as listed below and those given in may be obtained from a register of shipping. Llyods
IS 7314 shall apply. register of shipping has divided the design vessels into
3.1 Gross Registered Tonnage (GRT) — It is broadly eight types and PIANC has prepared tables for the eight
the capacity in cubic feet of the spaces within the hull, types of vessels with ship dimensions corresponding to
and of the enclosed spaces above the deck available 50 percent, 75 percent and 90 percent confidence limits.
for cargo, stores, passengers and crew, with certain
5 DEAD LOADS
exceptions, divided by 100. Thus 100 cubic feet of
capacity is equivalent to 1 gross tonne. All dead loads of and on structures relating to docks
and harbours should be assessed and included in the
3.2 Net Registered Tonnage (NRT) — It is derived design.
from the gross tonnage by deducting spaces used
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IS 4651 (Part 3) : 2020
Table 1 Ship Characteristics
( Clause 4.1 )
Gross Registered Net Registered Dead Weight Displacement
Sl No. Type of Ship
Tonnage (GRT) Tonnage (NRT) Tonnage (DWT) Tonnage
(1) (2) (3) (4) (5) (6)
i) Large sea going vessels 1 0.6 --- ---
ii) Small sea going vessels 1 0.4 --- ---
iii) Freighters 1 --- 1.5 2
iv) Large tankers 1 --- 2 See 4.1.2
v) Large combined carriers 1 --- 1.8 1.9
vi) Large passenger ships 1 --- --- 1
vii) Passenger ships 1 --- 1 ---
viii) Inland water way craft 1 0.8 --- ---
ix) Other types of ships 1 --- 1.2 ---
Table 2 Relationships between DWT and DT Table 3 Truck Loading and Uniform Loading
( Clause 4.1.2 ) ( Clause 6.1.2 )
Sl No. DWT DT/DWT Ratio Sl No. Function of Truck Uniform Vertical
Berth Loading Imposed Loading
(1) (2) (3) (IRC Class) T/m2
i) 25 000 1.32
(1) (2) (3) (4)
ii) 50 000 1.26 i) Passenger B 1.0
iii) 80 000 1.25 berth
ii) Bulk A 1 to 1.5
iv) 100 000 1.20
unloading
v) 125 000 1.17 and loading
berth
vi) 225 000 and above 1.15
iii) Container A or AA or 3 to 5
berth 70R
iv) Cargo berth A or AA or 2.5 to 3.5
70R
6 IMPOSED LOADS
v) Heavy cargo A or AA or 5 or more
berth 70R
6.1 Vertical Imposed Loads
vi) Small boat B 0.5
6.1.1 Surcharges due to stored and stacked material, berth
such as general cargo, bulk cargo, containers and loads vii) Fishing berth B 1.0
from vehicular traffic of all kinds, including trucks, NOTE — The relevant Indian Road Congress (IRC)
trailers, railway, cranes, containers handling equipment publications may be referred for axle loads. The spacing
and construction plant constitute vertical imposed of the loads may be changed to suit individual design
loads. requirements.
6.1.3 Crane Loads

6.1.2 Truck Loading and Uniform Loading
Concentrated loads from crane wheels should be
The berths shall be generally designed for the truck considered. An impact of 25 percent shall be added to
loading and uniform loading as given in Table 3. wheel loads in the normal design of deck and stringers,
15 percent where two or more cranes act together, and
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IS 4651 (Part 3) : 2020
15 percent in the design of pile caps and secondary been available by the time the structural design of the
framing members. For other specialized mechanical wharf begins, and the information shall be based on this
handling equipment like reach stacker, fork lift and data. Crane operating condition shall consider load due
mobile harbour crane, etc impact effect shall be to wind of 20 m/s in one of the four grid directions.
considered as per manufacturer’s specification. When there are multiple cranes operating in a wharf,
For geotechnical and structural design of piles, they should be considered to operate with a minimum
sheet piles and diaphragm walls, no impact shall be spacing of 5 m between extreme wheels. Separate
considered. loading combinations shall be considered for parking
the crane during extreme wind conditions.
6.1.4 Railway Loads The crane when loaded from the barge shall be on
Concentrated wheel loads due to locomotive wheels and properly designed skid area on the jetty. The centre line
wagon wheels shall be considered in accordance with of seaside crane line shall be more than 3 m from the
the specification of the Indian Railways for the type of face of the berth to avoid damages to the crane due to
gauge and service at the locality in consideration. rolling of vessels.
6.1.5 For impact due to trucks and railways, one-third 6.1.10 Mobile Harbour Crane
of the impact factors specified in the relevant standards If it is decided to have mobile cranes on the specific
may be adopted. wharf, the numbers, type and capacity shall be finalied
6.1.6 Special Loads in the plannning stage. The load data shall be considered
from manufacturers’ information. The design shall
Special loads like pipeline loads or conveyor loads or consider adequate load conditions to ensure safety of
exceptional loads, such as surcharge due to ore stacks, the structure as per this code of practice for all scenarios
transfer towers, heavy machinery or any other type of of loading.
heavy lifts should be individually considered.
The pad loading from mobile harbour cranes shall
6.1.7 When the imposed loads act on be considered for the design of berth, especially for
the fill behind the structure, such as in punching shear and bending, since the intensity due to
a sheet pile wharf so that the loads are transmitted to the the pad loading can be about 100 to 200 kN/m2.
structure through increased earth pressure, the retaining For detailed engineering load data and wheel mobile
structure may be designed for uniformly distributed harbour crane, specification of crane manufacturers
equivalent surcharge of half the value given in shall be sought.
column 3 of Table 3. In cases where higher load
intensity is expected, the actual value of surcharge may 6.2 Berthing Load
be taken.
6.2.1 Berthing Energy
6.1.8 If truck cranes are to be used in cargo handling, When an approaching vessel strikes a berth, a
or if the backfill in a retaining structure is proposed horizontal force acts on the berth. The magnitude of
to be placed with earth moving equipment of the this force depends on the kinetic energy that can be
crawler type, the uppermost portion of the waterfront absorbed by the fendering system. The reaction force
structures, including the upper anchorage system for which the berth is to be designed can be obtained
should be designed according to the following loadings, and deflection-reaction diagrams of the fendering
whichever of the two is more unfavourable: system chosen. These diagrams are obtainable from
a) Imposed load of 6.0 tonne per square metre from fender manufacturers. The kinetic energy, E, imparted
back edge of the coping inboard for 1.5 m width. to a fendering system, by a vessel moving with velocity
b) Imposed load of 4.0 tonne per square metre from V is given by:
the back edge of the coping inboard for 3.5 m WD × V 2
width. E= × Cm × Ce × Cs
2g
6.1.9 Container Crane
where
The container terminal shall be designed to
accommodate the largest vessel that can possibly arrive WD = displacement tonnage (DT) of the vessel, in
at the berth, considering the future growth of the port tonne;
and access facilities, unless specifically restricted by V = velocity of vessel, in m/s, normal to the berth
the owner of the facility. The container crane size and (see 6.2.1.1);
wheel spacing shall also be determined based on the g = acceleration due to gravity, in m/s2;
size of vessels arrived at. The wheel loads shall be
based on the data of the manufacturer of such cranes. Cm = mass coefficient (see 6.2.1.2);
Normally, a set of manufacturers’ data would have Ce= eccentricity coefficient (see 6.2.1.3); and
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IS 4651 (Part 3) : 2020
Cs = softness coefficient (see 6.2.1.4). b) Alternative to (a) in case of a vessel which has
NOTE — Ultimate energy shall be 1.4 times the energy E. a length much greater than its beam or draught
generally for vessels with displacement tonnage
6.2.1.1 Approach velocities greater than 20 000, the additional weight may
Normal components of approach velocities of berthing be approximated to the weight of a cylindrical
vessels are recommended to be taken as given in column of water of height equal to the length of
Table 4. Berthing conditions will depend on alignment vessel and diameter equal to the draught of vessel,
of the berth relative to currents, availability of tugs, then:
physical layout of the harbour, wind and waves at time
of berthing. π
4 D 2 Lω
Cm = 1 +
WD
6.2.1.2 Mass coefficient
When a vessel approaches a berth and as its motion is where
suddenly checked, the force of impact which the vessel D = draught of the vessel, in m;
imparts comprises of the weight of the vessel and an
effect from the water moving along with the vessel, L = length of the vessel, in m;
such an effect, expressed in terms of weight of water ω = unit weight of water (1.03 tonne/m3 – for
moving with the vessel, is called the additional weight sea water); and
( WA ) of the vessel or the hydrodynamic weight of the WD = displacement tonnage of the vessel, in
vessel. The surge, sway, heave, roll, pitch and yaw tonnes.
motion of the body in the fluid will generate resistance
of fluid against these motions and introduces a pressure 6.2.1.3 Eccentricity coefficient
field on the submerged surface. The component of force
A vessel generally approaches a berth at an angle,
due to this pressure distribution in phase with body
denoted by and touches it at a point either near the
acceleration is the added mass, and the component of
bow or stern of the vessel. In such eccentric cases the
force in phase with body acceleration is the damping.
vessel is imparted a rotational force at the moment of
Table 4 Berthing Velocity of Ship with contact, and the kinetic energy of the vessel is partially
Tug Assistance expended in its rotational motion. Table 5 gives
eccentricity coefficient values of l r .
( Clause 6.2.1.1 )
a) The eccentricity coefficient (Ce) is expressed as
Ship Displacement (T)
Sl Velocity follows:
No. m/s Under 10 000 10 000 - 50 000 Over 50 000
1 + ( l r ) sin 2 θ
(1) (2) (3) (4) (5)
Ce =
1+ ( l r )
2
i) In favourable 0.2 0.12 0.08

conditions where
ii) In moderate 0.45 0.3 0.15 l = distance from the centre of gravity of the
conditions
vessel to the point of contact projected along
iii) In 0.6 0.45 0.2
unfavourable the water line of the berth, in m; and
conditions r = radius of gyration of rotational radius on the
plane of the vessel from its centre of gravity,
The berthing velocity of ship without tug boat in m.
assistance for vessels less than 20 000 tonne shall be
b) The approach angle θ unless otherwise known
as per the environmental and manoeuvring conditions
with accuracy should be taken as 10◦. For smaller
and ship size.
vessels approaching wharf structures, the approach
a) The mass coefficient shall be calculated as angle should be taken as 20◦. For the vessels more
follows: than 20 000 DT, the angle shall be 6 degree.
2D c) The rotational radius of a vessel may be
Cm = 1 + approximated L/4 to and, in normal case, the point
B
of contact of the berthing vessel with the structure
where is at a point about L/4 from the bow or stern of the
D = draught of the vessel, in m; vessel, which is known as a quarter point contact.
B = beam of the vessel, in m. Also, if the approach angle θ is nearly 0◦, then for
large tankers, r = 0.2L and Ce = 0.4.
4
IS 4651 (Part 3) : 2020
L
CG
• •
P
l
Fig. 1 Vessel Approaching Berth at an Angle.

FIG.1 VESSEL APPROACHING BERTH AT AN ANGLE
Table 5 Values of Eccentricity Coefficient type berths may have to be checked for impact of
[ Clause 6.2.1.3 (a) ] vessels.
l Angle θ 6.3 Mooring Loads

r
6.3.1 The mooring loads are the lateral loads caused by
0° 10° 20°
the mooring lines when they pull the ship into or along
1 0.50 0.51 0.56 the dock or hold it against the forces of wind or current.
1.25 0.39 0.41 0.46
6.3.2 The wind speeds provided in IS 875 (Part 3) is
6.2.1.4 Softness coefficient the maximum wind speed observed in storm conditions
and not ‘crane operational wind speeds’ (cranes stop
This softness coefficient ( Cs ) indicates the relation
working at around 20 m/s wind). The vessels are
between the rigidity of the vessel and that of the fender,
usually not moored for wind speed >30 m/s as the
and hence also that between the energy absorbed by the
vessel movements during high wind may cause damage
vessel and by the fender. Since, the ship is relatively
to the wharfs and vessel both. Mooring loads are to be
rigid compared with the usually yielding fendering
calculated only for wind speed of about 30 m/s for
systems, a value of 0.9 is generally applied for this
mooring analysis and not for the storm wind as detailed
factor, or 0.95, if higher safety margin is thought
in IS 875 (Part 3). The maximum mooring loads are due
desirable.
to the wind forces on exposed area on the broad side of
6.2.2 High energy absorption is required during the the ship in light condition:
mooring of very large vessels. However, the reaction F = CwAwP
force against the side of vessels should not exceed
400 kN/m2 for first and second generation container where
ships, 250 to 300 kN/m2 for oil tankers, 150 to F= force due to wind, in kg;
200 kN/m2 for bulk carriers, gas tankers and very large Cw = shape factor = 1.3 to 1.6;
crude carrier (VLCC); and less than 150 kN/m2 for
navy, coast guard and similar type of patrol vessels. Aw = windage area, in m2 (see 6.3.2.1); and
Fender boards of appropriate size are provided to P= wind pressure, in kg/m2 to be taken in
distribute the fendering force overa a larger area accordance with IS 875 (Part 3). The
to satisfy this condition operational wind velocity shall be taken as per
Fig. 1 of IS 875 (Part 3).
6.2.2.1 Deflection-reaction diagram should give the
berthing energy which the fender system can absorb. 6.3.2.1 The windage area (Aw) can be estimated as
A fender system includes fenders and the berthing follows:
structure. The reaction force for the fenders and the Aw = 1.175 Lp (DM – DL)
structures will be the same.
where
6.2.3 Berthing load and, therefore, the energy of impact Lp = length between perpendicular, in m;
is to be considered for pier, dolphin and the like, with
no backfill. In the case of continuous structures with DM = mould depth, in m; and
backfill, this may not form a governing criterion for DL = average light draft, in m.
design, because of the enormous passive pressure NOTE — For windage area of a loaded container vessel as
likely to be mobilized. However, short lengths of in this case the loaded scenario (with containers stacked on
gravity type, sheet pile type or relieving platform the deck of vessel) provides more windage area than unloaded
vessel.
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IS 4651 (Part 3) : 2020
6.3.3 When the ships are berthed on both sides of a 6.3.6 In the design calculations of the bollard itself and
pier, the total wind force acting on the pier, should be its connections to the structure, line pull up to 30o and
increased by 50 percent to allow for wind against the above the horizontal should be considered.
second ship.
6.3.7 Pressure on the vessel as well as the structure
6.3.4 The appropriate load on the bollard shall then due to the current should be taken into account,
be calculated, which depends upon the layout of especially with a strong current and where the berth
harbour, and position of bow line, stern line, spring alignment deviates from the direction of the current.
line and breasting lines for guidance the bollard pulls Determination of these forces is dealt with in 6.6.
independent of the number of laid-on hawsers, may be
taken as given in Table 6 since the hawsers are not fully 6.4 Differential Water Pressure
stressed simultaneously. 6.4.1 In the case of waterfront structures with backfill,
Table 6 Bollard Pulls the pressure caused by difference in water levels at the
( Clauses 6.3.4 and 7.1 ) fill side and the waterside has to be considered in design.
The magnitude of this hydrostatic pressure is influenced
Sl No. Displacement Line Pull by the tidal range, free water fluctuations, the ground
Tonne Tonne
water influx, the permeability of the foundation soil
(1) (2) (3) and the structure as well as the efficiency of available
i) 2 000 10 backfill drainage.
ii) 10 000 30
6.4.2 In the case of good and poor drainage conditions
iii) 20 000 60
of the backfill the differential water pressure may be
iv) 50 000 80
calculated on the guidelines given in Fig. 2. The level
v) 100 000 100 between MLWS and LLW is ‘assumed LLW’.
vi) 200 000 150
vii) 250 000 Greater than 200 6.5 Earthquake Forces
NOTES In areas susceptible to seismic disturbance, horizontal
1 For ships of displacement tonnage 50 000 and over, the force equal to a fraction of the acceleration of gravity
value of line pulls given above should be increased by times the weight applied at its centre of gravity should
25 percent at quays and berths where there is a strong current. be taken. The fraction will depend upon the likely
2 Main bollards at the ends of individual large vessel berths seismic intensity of the area, and shall be taken in
at river structures should be designed for a line pull of 250 accordance with IS 1893 (Part 1). The weight to be used
tonne for ships up to 100 000 tonne displacement and for
is the total dead load plus one-half of the imposed load.
double the values given above for larger ships.
6.6 Forces Due to Current
6.3.5 The line pull will be towards the water and may
make any angle to the longitudinal direction of the Pressure due to current will be applied to the area of
structure and is usually assumed to act horizontally. the vessel below the water line when fully loaded. It is
approximately equal to v2/2g per square metre of area,
ELEVATION OF FLAP
Δ
MHW VALVE BOTTOM
Δ
MHW FLAP
a Δ ASSUMED GW VALUE Δ ASSUMED GW
Δ
MLW
a
Δ
MLW Δ
MLWS
MLWS
Δ
b
0.3m
b
b
b
Δ
LLW
Δ
LLW
2A POOR DRAINAGE CONDITION 2B GOOD DRAINAGE CONDITION
MHW - MEAN HIGH WATER

MHW — Mean high water
MEW - MEAN LOW WATER
MLWS - —
MEW MEANMean
LOW WATER
low water
LLW - LOWEST LOW WATER
MLWS
GW -— Mean
GROUND low water
WATER springs
LLW
FIG. 2 GUIDE — Lowest
FOR CALCULATING low water
DIFFERENTIAL WATER PRESSURE
CW — Ground water
Fig. 2 Guide for Calculating Differential Water Pressure

6
IS 4651 (Part 3) : 2020
where v is the velocity, in m/s and w is the unit weight waves (average force) on monolithic and composite
of water, in tonne/m3. A ship is generally berthed structures and it is detailed in B-2.
parallel to the current. With strong currents and where The non-breaking wave forces on structures shall be
berth alignment materially deviates from the direction estimated based on wave height, structure dimension
of the current, the likely force should be calculated by and wave length. Morison equation shall be used for
any recognized method and taken into account. structures having D/L < 0.2 (where D is the diameter
of the structure and L is the wave length). Froude
6.7 Wave Forces
Krylov forces or diffraction forces shall be estimated
6.7.1 As far as analysis and computation of forces for structures with D/L ≥ 0.2.
exerted by waves on structures are concerned, there are 6.7.3 Breaking Waves
three distinct types of waves, namely:
a) Non-breaking waves, 6.7.3.1 Breaking waves cause both static and dynamic
pressures
b) Breaking waves, and
c) Broken waves. 6.7.3.2 Determination of the design wave for breaking
wave conditions may be based on depth of water about
It is well recognized that similar wave condition gives
seven breaker heights , seaward of the structure, instead
rise to different wave forces depending on the form of of the water depth at which the structure is located.
wave breaking and distance from the structure. The
theory used depends on whether structure is subjected 6.7.3.3 The actual pressures caused by a breaking wave
to non-breaking (pulsating), impulse breaking (impact) is obtained by following the method suggested by
or broken wave condition. The method of estimation of Minikin, whose method of computation is outlined in
wave forces on structure depend on wave theories and Annex C.
type of the structure.
6.7.4 Broken Waves
Appropriate wave theories (Linear/Airy’s, Stokes
2nd order, Stokes 3rd order, Stokes 4th or 5th order, etc) 6.7.4.1 Locations of certain structures like protective
shall be considered depending upon wave height, wave structure will be such that waves will break before
period and water depth. The breaking of waves shall striking them. In such cases, no exact formulae have
be considered based on wave steepness (H/d or H/L, been developed so far to evaluate the forces due to
where H is wave height, d is water depth and L is wave broken waves, but only approximate methods based on
length). The waves with wave steepness, H/d ≥ 0.78 certain simplifying assumptions are available and these
shall be considered as breaking waves in shallow water are given in Annex D.
depths and H/L ≥ 0.14 for deeper water depths (see 6.7.5 Wave Forces on Vertical Cylindrical Structures,
Note). The significant wave height shall be taken from such as Piles
the following relationship:
6.7.5.1 The total force ‘F’ exerted by non-breaking
Hm
= 1.7 to 1.9 waves on cylindrical piles can be divided into two
Hs components:
where a) Force due to inertia, and
Hm= maximum wave height; and b) Force due to drag.
Hs = significant wave height. The total force acting on the vertical pile is the
NOTE — Special Publications like API-RP 2A-WSD-2005, summation of inertial force and drag force.
ʻRecommended Practice for Planning, Designing and
0
Constructing Fixed Offshore Platforms-Working Stress Design̕
may also be referred. FT = ∫ ( f I + f D )dz
−d
6.7.2 Non-breaking Waves
0
wρ gCD H 2 D
6.7.2.1 Generally, when the depth of water against the FI = ∫ f I dz =
8
tanh(kd ) sin(θ)
structure is greater than about 1.5 times the maximum −d
expected wave height, non-breaking wave conditions 0

 2kd + sinh (2kd ) 
occur. FD = ∫
−d
f D dz = ρ g C D H 2 D 
 16 sinh (2kd ) 
 cos (θ) cos (θ)
6.7.2.2 Forces due to non-breaking waves are
essentially hydrostatic. ‘Sainflou Method’ may be used The maximum total force acting on the vertical pile is
for the determination of pressure due to non-breaking given by:
waves for simple wall in deep water. The method FM = F1M sin (θ max ) + FDM cos (θ max ) cos (θ max )
of computation using Sainflou Method is outlined
in B-1. Goda’s method is widely used for shallow or The maximum force occurs at a phase,
intermediate water for non-breaking and breaking
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IS 4651 (Part 3) : 2020
F1M CD D
sin (θmax ) = w=
2 FDM CM H
F1M w CD = drag force coefficient;

= tanh(kd )
2
ρ gCD H D 8 CM = inertial force coefficient;
D= diameter of pile, in m;
FDM  2kd + sinh (2kd )  H= wave height, in m;
= 
ρ gCD H 2 D  16 sinh (2kd )  T= time period of the wave, in s;
d= water depth, in m;
z= water depth at any level from still water line,
M M = F1M sin (θ max ) Sl + FDM cos ( θ max ) cos (θ max ) S D in m;
= density of sea water = 1025 kg/m3;
 cosh (kd ) − 1  g= acceleration due to gravity = 9.81 kg/m2;
Sl = d 1 − 
 kd sinh (kd )  FM = maximum total force on vertical pile from the
sea bottom to the surface crest elevation, in N;
 1  cosh (2kd ) − 1 + 2 (kd ) 2  
S D = d 1 −   FIM = total maximum inertia force on vertical
 2n  2 sinh (2kd ) kd  pile from the sea bottom to the surface crest
elevation, in N;
FIM
If > 1 , the force is predominantly inertial. The FDM = total maximum drag force on vertical pile from
2 FDM the sea bottom to the surface crest elevation,
maximum force is taken as 1.25 FIM. in N;
The effective lever arm from the bottom of the pile is, θmax = wave phase at which the total force is
maximum, in radians;
MM MM = maximum total moment, in Nm;
S=
FM SD= effective lever arm for FDM from the bottom of
pile, in m;
The drag coefficients and inertia coefficients depends
upon the value of Keulegan–Carpenter number (KC), n= ratio of group celerity to celerity of wave
1 2kd 
= 1 + 
2  sinh(2kd ) 
where SI = effective lever arm for FIM from the bottom of
FT = total force on vertical pile from the sea bottom pile, in m; and
to the surface crest elevation, in N; S = effective lever arm for FM from the bottom of
fI = inertia force on vertical pile at any section of pile, in m.
the pile, in N/m; D
The above equation is applicable only when < 0.2
fD = drag force on vertical pile at any section of the L
pile, in N/m; H
and >1.
FI = total inertial force on vertical pile from the sea D
The wave force can also be computed using Morison
bottom to the surface crest elevation, in N; equation considering the following:
FD = total drag force on vertical pile from the sea a) The operating (1-year return period) and survival
bottom to the surface crest elevation, in N; sea state (100 year or 50 year return period
θ = wave phase, in radians. depending on life of structure to estimate the wave
k = wave number =
α 2π , in m-1 force and 1 000 year return period to fix the top
L level) shall be considered. The wave slam and slap
α gT 2 on structures shall also be considered if the air gap
L = wavelength = tanh(kd ) , in m; the
α 2π provided is less than 1.5 m.
wavelength is obtained by iterative process. b) The wave force reduction factor to account for
three dimensional effects of wave spreading in
reality versus 2D wave theory can be considered
along with,
8
IS 4651 (Part 3) : 2020
1) wave load reduction due to array of piles 6.7.5.2 Tests have indicated that the wave forces are
spaced at less than 3 times diameter of piles smallest for a cylindrical section, increasing for flat or
(shielding effect). irregular surfaces such as concrete and H-pipes.
2) wave load on rectangular structures especially 6.7.6 Wave Condition for Design of Breakwater
partly submerged, such as breasting and
mooring dolphins. The depth limited wave breaking shall be considered
for shallow water to estimate significant wave height
c) In lieu of Cd and Cm variation (see Fig. 3) along
Hs, (0.5 times design water depth at seaside toe of
the depth as a function of KC, wave load on piles
the breakwater), whereas the significant wave height
(assuming KC values may range from 20 to 30 for
with a return period of 100 years to be considered
most practical conditions across the depth), it is
for intermediate and deep water. A minimum height
recommended to use the following coefficients in
of 0.5 m shall be provided above wave run-up +
Morison equation:
strom surge + high tide level for fixing the crest
Cd = 0.7 and Cm = 2.0, for piles without marine elevation.
growth
The significant wave height shall be multiplied by the
Cd = 1.05 and Cm = 2.0, for piles with marine following factor to obtain the design wave height for
growth different type of structures:
The Morison equation can also be used for estimating
force on piles due to breaking wave with the assumption Erosion protection : 1.0
that the wave acts on the pile as a water mass with high Rubble mound structures : 1.0 to 1.3
velocity with zero acceleration. Hence Cm is set to zero Concrete breakwater : 1.6 to 1.8
and Cd is increased to 1.75.
Berth structures : 1.6 to 1.8
The wave and current shall be assumed to act collinear
and the combined force shall be calculated using the The operating wave condition during which the
vectoral sum velocity due to wave and current. construction will be carried out shall be specified and
NOTE — Addition of wave and current force calculated suitable protection with under armour shall be part of
separately and added is not correct due to non-linear term in the design.
the drag part of the Morison equation.
3.0
2.5
MEAN FITTED LINE
2.0
Cm
1.5
1.0
0.5
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85
KC
MEAN FITTED LINE

2.0
1.50
1.0
Cd
0.5
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85
KC
FIG.3 VARIATION OF C AND C BASED ON KC

Fig. 3 Variation of CdD and Cmm Based on KC
9
IS 4651 (Part 3) : 2020
6.7.7 Open Sea Jetty 7 COMBINED LOADS
The wave force shall be calculated based on the The combination of loadings for design is dead load,
maximum wave height with appropriate return period vertical imposed loads, plus either berthing load, or
where as significant wave height shall be considered line pull, or earthquake or wave pressure. If the current
along with run up for large diameter piles to fix the top and alignment of the berth are likely to give rise to line
level. High tide level along with storm surge/Tsunami pull in excess of that given in Table 4, provisions for
shall be accounted using independent or associated such extra pull in combination of likely wind should
method with about 1.5 m air gap. be made. The worst combination should be taken for
The recommended return period is 100 years for wave design.
force estimation and 1 000 years for fixing the top level. The mooring line force due to oscillations of vessels
either due to wave and current in an indirect direction
6.8 Wind Forces
or by passing vessel nearby shall be considered. The
Wind forces on structures shall be taken in accordance design of bollards shall be safe till mooring line breaks
with IS 875 (Part 3) as applicable. and the structure shall be safe till bollard fails.
10
IS 4651 (Part 3) : 2020
ANNEX A
( Clause 4.2 )
DIMENSIONS OF SHIPS
A-1 GENERAL CARGO SHIP

The representative dimensions of the cargo ship are as under:
Dead Weight Displacement Length Length Between Breadth Depth Maximum
Tonnage Overall Perpendicular Draft
(T) (T) (m) (m) (m) (m) (m)
1 000 1 580 63 58 10.3 5.2 3.6
2 000 3 040 78 72 12.4 6.4 4.5
3 000 4 460 88 82 13.9 7.2 5.1
5 000 7 210 104 96 16.0 8.4 6.1
7 000 9 900 115 107 17.6 9.3 6.8
10 000 13 900 128 120 19.5 10.3 7.6
15 000 20 300 146 136 21.8 11.7 8.7
20 000 26 600 159 149 23.6 12.7 9.6
30 000 39 000 181 170 26.4 14.4 10.9
40 000 51 100 197 186 28.6 15.7 12.0
A-2 PASSENGER SHIP

The representative dimensions of the passenger ship are as under:
(T) (T) (m) (m) (m) (m) (m)
1 000 850 60 54 11.4 4.1 1.9
2 000 1 580 76 68 13.6 5.3 2.5
3 000 2 270 87 78 15.1 6.2 3.0
5 000 3 580 104 92 17.1 7.5 3.6
7 000 4 830 117 103 18.6 8.6 4.1
10 000 6 640 133 116 20.4 9.8 4.8
15 000 9 530 153 132 22.5 11.5 5.6
20 000 12 300 169 146 24.2 12.8 7.6
30 000 17 700 194 166 26.8 14.9 7.6
50 000 27 900 231 197 30.5 18.2 7.6
70 000 37 600 260 220 33.1 20.7 7.6
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IS 4651 (Part 3) : 2020
A-3 FERRY
The representative dimensions of ferries are as under:
(T) (T) (m) (m) (m) (m) (m)
1 000 810 59 54 12.7 4.6 2.7
2 000 1 600 76 69 15.1 5.8 3.3
3 000 2 390 88 80 16.7 6.5 3.7
5 000 3 940 106 97 19.0 7.6 4.3
7 000 5 480 119 110 20.6 8.5 4.8
10 000 7 770 135 125 22.6 9.5 5.3
15 000 11 600 157 145 25.0 10.7 6.0
20 000 15 300 174 162 26.8 11.7 6.5
30 000 22 800 201 188 29.7 13.3 7.4
40 000 30 300 223 209 31.9 14.5 8.0
A-4 ROLL-ON/ROLL-OFF SHIP

The representative dimensions of the roll-on-roll-off ship are as under:
(T) (T) (m) (m) (m) (m) (m)
1 000 1 970 66 60 13.2 5.2 3.2
2 000 3 730 85 78 15.6 7.0 4.1
3 000 5 430 99 90 17.2 8.4 4.8
5 000 8 710 119 109 19.5 10.5 5.8
7 000 11 900 135 123 21.2 12.1 6.6
10 000 16 500 153 141 23.1 14.2 7.5
15 000 24 000 178 163 25.6 16.9 8.7
20 000 31 300 198 182 27.4 19.2 9.7
30 000 45 600 229 211 30.3 23.0 11.3
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IS 4651 (Part 3) : 2020
A-5 BULK CARRIER
The representative dimensions of bulk carrier are as under:

(T) (T) (m) (m) (m) (m) (m)
5 000 6 740 106 98 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 21.0 11.7 8.4
20 000 25 000 157 148 23.0 12.8 9.2
30 000 36 700 176 167 26.1 14.4 10.3
Handymax
45 000 to 150 to 135 to 28 to 14 to 10 to
40 000 to
60 000 200 180 32 16 12
50 000
50 000 59 600 204 194 32.3 16.8 12.0
70 000 81 900 224 215 32.3 18.6 13.3
100 000 115 000 248 239 37.9 20.7 14.8
150 000 168 000 279 270 43.0 23.3 16.7
200 000 221 000 303 294 47.0 25.4 18.2
250 000 273 000 322 314 50.4 27.2 19.4
A-6 CONTAINER VESSELS

The dimensions of container vessels are as under:
Dead Weight Displacement Length Length Between Breadth Depth Maximum Draft
Tonnage Overall Perpendicular
(T) (T) (m) (m) (m) (m) (m)
7 000 10 200 116 108 19.6 9.3 6.9
10 000 14 300 134 125 21.6 10.7 7.7
15 000 21 100 157 147 24.1 12.6 8.7
20 000 27 800 176 165 26.1 14.1 9.5
25 000 34 300 192 180 27.7 15.4 10.2
30 000 40 800 206 194 29.1 16.5 10.7
40 000 53 700 231 218 32.3 18.5 11.7
50 000 66 500 252 238 32.3 20.2 12.5
Panamax
68 500 289 260 32.31 20 12.04
52 500
60 000 79 100 271 256 35.2 21.7 13.2
Suezmax
208 000 400 370 50 30 20.1
160 000
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IS 4651 (Part 3) : 2020
The most commonly used is the panamax plus 11-12 m and breadth is about 38 - 40 m. The typical
vessel, for 54 000 DWT. The average size is size of a 12 000 TEU vessel is length 366 m, beam
4 300 - 4 600 TEU (twenty foot equivalent unit), 51 m, draft 13 m and 152 000 displacement tons.
Length is about 270 – 300 m, draft is about
A-7 TANKER DIMENSIONS

The dimensions of tankers are as under:
Dead Weight Displacement Length Overall Length Between Breadth Depth Maximum
Tonnage Perpendicular Draft
(T) (T) (m) (m) (m) (m) (m)
1 000 1 450 59 54 9.7 4.3 3.8
2 000 2 810 73 68 12.1 5.4 4.7
3 000 4 140 83 77 13.7 6.3 5.6
5 000 6 740 97 91 16.0 7.5 6.1
7 000 9 300 108 102 17.8 8.4 6.7
10 000 13 100 121 114 19.9 9.5 7.5
15 000 19 200 138 130 22.5 11.0 8.4
20 000 25 300 151 143 24.6 12.2 9.1
30 000 37 300 171 163 27.9 14.0 10.3
50 000 60 800 201 192 32.3 16.8 11.9
70 000 83 900 224 214 36.3 18.9 13.2
100 000 118 000 250 240 40.6 21.4 14.6
150 000 174 000 284 273 46 24.7 16.4
200 000 229 000 311 300 50.3 27.3 17.9
300 000 337 000 354 342 57 31.5 20.1
A-8 MOORING EQUIPMENT FOR DIFFERENT SHIP SIZES

Typical mooring line are as given below:
Ship Size (DWT) Mooring Equipment

(1) (2)
25 000 14 nos. polypropylene dia 60 mm
550 000 20 nos. steel dia 42 mm + 2 nos. propylene dia 80 mm
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IS 4651 (Part 3) : 2020
ANNEX B
( Clause 6.7.2.2 )
SAINFLOU METHOD
B-1 FORMATION OF CLAPOTIS B-1.2 Assuming the same still water level on both sides
of the wall, the pressure diagram will be as given in
B-1.1 Suppose a wave of length L and height H strikes Fig. 5, in which :
the vertical AC, a standing wave or clapotis is formed,
features of which are given as: ( d + H + ho ) ( wd + P1 ) wd 2
Re = −
2 2
πH2 2π d
h0 = coth
( d + H + ho ) ( wd + P1 )
2
L L wd 3
Me = −
wH 6 6
P1 =
2π d
cosh wd 2 ( d + ho − H ) ( wd − P1 )
L Ri = −
2 2
The following symbols are indicated in Fig. 4.
wd 3 ( d + ho − H ) ( wd − P1 )
d= depth from still water level Ri = −
6 6
H= Height of original free wave
L= length of wave where
w= weight per m3 of water Re = resultant pressure with maximum crest level;
P1 = pressure, the clapotis adds to or substracts Me= moment due to Re about the base;
from still water pressure Ri = resultant pressure with minimum through
ho = height of orbit centre (on mean level) above level; and
still water level Mi = moment due to Ri about the base.
NOTE — Plotted graphs are available giving values of Lho and
P1 corresponding to various values of d/L ratio, from which
values of ho and P1 can be readily obtained.
MEAN LEVEL (ORBIT

CENTRE OF CLAPOTIS)
CREST OF
CLAPOTIS πH 2 2πd
ho = Coth
L L
H
H INCIDENT WAVE
SWL
D
H
APPROX.
G MAX. WAVE
PRESSURE
MAX. WAVE
PRESSURE
d
HYDROSTATIC
PRESSURE OF
MIN. WAVE STILL WATER
PRESSURE
APPROX.
MIN. WAVE
PRESSURE
F E B
C
P1 P1
wd
Fig. 4 Clapotis on Vertical Wall

FIG. 4 CLAPOTIS ON
15VERTICVAL WALL
IS 4651 (Part 3) : 2020
A
D' ho
D
G' G
Ri Re
E F E B
Pi Pi Pi Pi
wd wd
THROUGH PRESSURE CREST PRESSURE

DIAGRAM DIAGRAM
FIG.Fig6. SAINFLOU WAVE

5 Sainflou Wave PRESSURE
Pressure Diagram DIAGRAM
P1
P
2
η*
• *•
SWL hc
hw
h* d
hs
RUBBLE LAYER
Pu
P3
Bm
Fig 6. Pressure
FIG. 6 PRESSURE DIAGRAMDiagram
16
IS 4651 (Part 3) : 2020
B-2 GODA’S METHOD
hw − hc  1 
Goda’s method may underestimate the wave force, that α3 = 1 − 1 − 
hb  cosh ( 2π hs / L ) 
is, non-breaking wave forces are acting on the wall
are assumed. A factor of safety of 1.2 is recommended where
for structure design against sliding and overturning.
L = wave length at water depth hb corresponding
See also Fig. 6, in which :
to that of the significant wave; and
η* = 0.75 (1+cos β) λ1 H design
hb = water depth at a distance of 5hs seaward of the
P1 = 0.5 (1+cos β)( λ1α1 + λ2α1 cos2 β) ρ w g H design breakwater front wall.
( )
P2 = 1 − ηhc* P1 for η* >hc λ1 , λ2 and λ3 are modification factors depending on
0 for η* <= hc the structure type. For conventional vertical
P3 = α3 P1 wall structure, λ1 = λ2 = λ3 = 1 .
P4 = 0.5 (1+cos β) λ3α1α 3 ρ w gH design Step by step procedure:
where a) Select a design sea state and identify the significant
wave height Hs and significant wave period Ts.
β = angle of incidence of waves (angle
between wave crest and front of structure); b) Determine h by h =D+5 × m Hs, where is the
and bottom slope.
Hdesign = design wave height defined as the highest c) Now calculate the non-breaking wave height, Hb
wave in the design sea state at a location at h. Note Hb should be greater than maximum
just in front of the breakwater. If seaward wave height. The maximum wave height may be
of a surf zone Goda (1985) recommends estimated as 1.8 times the Hs.
for practical design a value of 1.8 Hs to d) Now calculate wave length ‘L’ for depth ‘D’ using
be used corresponding to the 0.15 percent significant wave period of the design sea state.
exceedance value for Rayleigh distributed e) Calculate the wave forces and moments using the
wave heights. This corresponding to H1/250 Goda’s equation given above.
(mean of the height of the waves included
in 1/250 of the total number of waves, B-2.1 When there is no water on the landward side
counted in descending order of height of the wall, then the total pressure on the wall will be
from the highest wave). represented by the triangle ACB (see Fig. 4) when the
2 clapotis crest is at A.
 4π hLc 
α1 = 0.5 + 0.5  hc  B-2.2 If there is wave action on the landward side also,
 sinh 4π L  then the condition of crest of clapotis on the seaside and
trough of the wave on the harbour side will produce
H 
2
2d
α2 =the smallest of hb − d  design  and maximum pressure from the seaside.
3hb  d  H design
WALL ELEVATION
A F
STILL WATER LEVEL

B
C S E Po
Fig. 7 Pressure on Walls of Low Height

FIG. 7 PRESSURE ON WALLS 17 OF LOW HEIGHT
IS 4651 (Part 3) : 2020
The maximum pressure from the harbour side will height at the wall, forces may be approximated by
be produced when the trough of the clapotis on the drawing the force polygon as if the wall were higher
seaside and the crest of wave on the land-side are at than the impinging waves then analyzing only that
the structure portion below the wall crest.
B-2.3 Wall of Low Height Forces due to a wave crest at the wall are computed
from the area AFBSC, as shown in Fig. 7.
If the height of the wall is less than the predicted wave-
ANNEX C
(Clause 6.7.3.3)
MINIKIN’S METHOD
C-1 FORCE DUE TO BREAKING WAVES b) The hydrostatic pressure Ps on the seaward side at
still water level and the pressure Pd at the depth,
Pressure caused by breaking waves is due to a d, are given by
combination of dynamic and hydrostatic pressures as
wH b
given below: Ps =
2
a) The dynamic pressure is concentrated at still water
level and is given by:  H 
Pd = w  d + b 
H b wd  2 
Pm = 101 (D + d )
LD D
where For explanation of symbols, see Fig. 8.
Pm = dynamic pressure, in kg/m2; C-2 CALCULATION OF FORCE AND MOMENT
Hb= height of wave just breaking on the structures,
in m; C 2.1 The Minikin wave pressure diagram is given in
Fig. 8.
w = unit weight of the water, in kg/m3;
d = depth of water at the structure, in m; C-2.1.1 With Water on Land Side
D = deeper water depth, in m; and The resultant wave thrust R on structure per linear metre
LD = deeper water length, in m. of structure is determined from the area of pressure
Values of LD and D may be computed by accepted diagram and is given by:
methods (see Note). Pm H b  H 
R= + Ps  d + b 
NOTE — Reference may be made to ‘Shore Protection, 3 4 

Planning and Design’, Technical Report No. 4 (third edition),
US Army Coastal Engineering Research Centre.
Pm
Ps
STILL WATER
LEVEL
Hb
Pd
Fig. 8 Minikin Wave Pressure Diagram

FIG. 8 MINIKIN WAVE PRESSURE DIAGRAM
18
IS 4651 (Part 3) : 2020
The resultant overturning moment M about the ground Thrust R per linear metre is given by:
line before the wall is the sum of the moments of the
Pm H b Pd  H 
individual area and is given by: R= + d + b 
3 2 2 
Pm H b Ps d 2 Ps H b  H 
M = + + d+ b
3 2 4  6  Moment M about the ground line is given by:
2
For explanation of symbols, see Fig. 8. Pm H b P  H 
M = d + d d + b 
3 6 2 
C-2.1.2 With No Water on Land Side
For explanation of symbols, see Fig.8.
ANNEX D
( Clause 6.7.4.1 )
BROKEN WAVES
D-1 WALL SEA WARD OF SHORELINE

 h   d + hc 
= Rm  d + c  + Rs  3 
Such walls are subjected to wave pressure which are  2   
partly dynamic and partly static (see Fig. 9)
Dynamic part of the pressure Pm will be, wd b hc  h  w
d + c  + ( d + hc )
3
=
2  2 6
wd b
Pm = where
2
w = unit weight of water, in kg/m3
where For explanation of other symbols, see Fig. 9.
w = unit weight of water, in kg/m3; and
D-2 WALL LANDWARD OF SHORELINE
db= breaking wave depth, in m.
The static part will vary from zero at a height hc, where Wave pressure diagram in this case will be given in
hc is the height of that portion of the breaking wave Fig. 10. 2
above still water level which is given by: wd b  X 
Dynamic pressure Pm = 1 − 
2  X2 
hc = 0.7 hb
to the maximum static pressure at the wall base and this
 X 
maximum pressure Ps which will be given by: Static pressure ps = wh ' = whc 1 − 1 
Ps= w (d+hc)  X2 
where
Wave thrust = R = Rm + Rs
d = depth of water at structure, in m.
= Pmh’ + Psh’
Assuming that the dynamic pressure is uniformly
2
distributed from the still water level to a height, hc, wd b hc  X 1  whc 2  X 1 
above the still water level, the total wave thrust R will = 1 −  + 1 − 
2  X2  2  X2 
be:
R = Rm + Rs Moment M = Mm+Ms
 d + hc  h' h'
Pm hc + Ps  = Rm + Rs
 2 3
 2 
3
wd b hc 2  X 1  whc 3  X1 
wd b hc w = 1 − + 1 − 
+ ( d + hc )
2
=
2 2
4  X2  6  X2 
The overturning moment M, about the ground line at where

the seaward face of the structure will be: w = unit weight of water,
M = Mm+Ms For explanation of symbols, see Fig. 10.
19
IS 4651 (Part 3) : 2020
Ps
Pm
STILL WATER
hc Hb LEVEL
d
db
Fig. 9 Wave Pressures from Brokenwaves Wall Seawardof Shoreline

FIG. 9 WAVE PRESSURES FROM BROKEN WAVES
WALL SEAWARD OF SHORELINE
Fig. 10 Wave Pressures from Broken Waves: Wall Landward of Shoreline
20
IS 4651 (Part 3) : 2020
ANNEX E
( Foreword )
COMMITTEE COMPOSITION
Ports and Harbours Sectional Committee, CED 47
Organization Representative(s)
In personal capacity (3353, Sector D, Dr M. Hariharan (Chairman)
Pocket 3, Vasant Kunj, New Delhi 110 070)
Afcons Infrastructure Limited, Mumbai Shri V. Ramamurty
Ms Vasumitha Joshi (Alternate)
Central Institute of Coastal Engg. For Fishery, Shri N. Venkatesh Prasad
Bengaluru Shri M. B. Belliappa (Alternate)
Central Water & Power Research Station, Pune Dr Prabhat Chandra
Dr J. D. Agrawal (Alternate)
Chennai Port Trust, Chennai Superintending Engineer (Civil)
Executive Engineer (Civil) (Alternate)
CSIR-National Institute of Oceanography, Shri D. Ilangovan
Panaji
CSIR-Structural Engineering Research Centre, Dr J. Rajasankar
Chennai Shri P. Gandhi (Alternate)
Engineers India Limited, New Delhi Shri Bhaskar Pal
Shri Charanjit Singh (Alternate)
Gujarat Maritime Board, Gandhinagar Chief Engineer
Deputy Chief Engineer (Alternate)
India Meteorological Department, New Delhi Dr S. K. Peshin
Dr S. D. Attri (Alternate)
Indian Institute of Technology Madras, Prof R. Sundaravadivelu
Chennai Prof S. A. Sannasiraj (Alternate)
ITD Cementation India Ltd, Kolkata Shri Prodyot Kumar Ray
Shri Pinkai Adak (Alternate)
Jawahar Lal Nehru Port Trust, Navi Mumbai Manager (PPD)
Deputy Manager (PPD) (Alternate)
Kolkata Port Trust, Kolkata Shri A. K. Mehera
Shri Amitabha Chattopadhyay (Alternate)
Larsen & Toubro Infrastructure Engineering Shri N. Sunil Kumar
Limited, Chennai Shri P. R. Rajesh (Alternate)
Military Engineer Services, Engineer-in- Brig J. S. Ishar
Chief’s Branch, Integrated HQ of MoD
(Army), New Delhi
Ministry of Shipping, New Delhi Shri H. N. Aswath
Shri Anil Pruthi (Alternate)
Mumbai Port Trust, Mumbai Deputy Chief Engineer (D)
Superintending Engineer (D) (Alternate)
National Centre for Coastal Research, Chennai Dr M. V. Ramanamurthy
Dr R. S. Kankara (Alternate)
National Institute of Ocean Technology, Dr Basanta Kumar Jena
Chennai Dr Vijaya Ravichandran (Alternate)
21
IS 4651 (Part 3) : 2020
Organization Representative(s)
Royal Haskoning DHV India, Noida Shri Mohd. Aslam Bijapur
Shri Satyanand Kunta (Alternate)
Simplex Infrastructure Ltd, Kolkata Shri Atindra Narayan Basu
Visakhapatnam Port Trust, Visakhapatnam Shri Amal Kumar Mehera
Shri G. V. Satyanarayana (Alternate)
In personal capacity (A-307, Casa Ansal Apts, Shri K. Vedagiri
18 Bannerghatta Road, Bengaluru)
Directorate General, BIS Shri Sanjay Pant, Scientist ‘F’and Head (Civil Engineering)
[ Representing Director General ( Ex-officio ) ]
Member Secretary
Shri S. Arun Kumar
Scientist ‘E’ (Civil Engineering), BIS
22
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periodically; a standard along with amendments is reaffirmed when such review indicates that no changes are
needed; if the review indicates that changes are needed, it is taken up for revision. Users of Indian Standards
should ascertain that they are in possession of the latest amendments or edition by referring to the latest issue of
‘BIS Catalogue’ and ‘Standards: Monthly Additions’.
This Indian Standard has been developed from Doc No.: CED 47 (14280).
Amendments Issued Since Publication

Amend No. Date of Issue Text Affected
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OOK SUPPLY BUREAU UNDER THE LICENSE FROM BIS FOR INDIAN INSTITUTE OF TECHNOLOGY - CHENNAI ON 21/06/2021 17:40:20

भारतीय मानक IS 4651 (Part 3) : 2020

पत्तनों और पोताश्रयों की योजना

Planning and Design of Ports and

भारतीय मानक ब्रयू ो

December 2020  Price Group 9

IS 4651 (Part 3) : 2020

IS No. Title 4 SHIP CHARACTERISTICS

IS 4651 (Part 3) : 2020

6.1.3 Crane Loads

IS 4651 (Part 3) : 2020

IS 4651 (Part 3) : 2020

i) In favourable 0.2 0.12 0.08

IS 4651 (Part 3) : 2020

Fig. 1 Vessel Approaching Berth at an Angle.

l Angle θ 6.3 Mooring Loads

IS 4651 (Part 3) : 2020

2A POOR DRAINAGE CONDITION 2B GOOD DRAINAGE CONDITION

MHW - MEAN HIGH WATER

Fig. 2 Guide for Calculating Differential Water Pressure

IS 4651 (Part 3) : 2020

expected wave height, non-breaking wave conditions 0

IS 4651 (Part 3) : 2020

F1M w CD = drag force coefficient;

IS 4651 (Part 3) : 2020

MEAN FITTED LINE

FIG.3 VARIATION OF C AND C BASED ON KC

IS 4651 (Part 3) : 2020

IS 4651 (Part 3) : 2020

A-1 GENERAL CARGO SHIP

A-2 PASSENGER SHIP

IS 4651 (Part 3) : 2020

A-4 ROLL-ON/ROLL-OFF SHIP

IS 4651 (Part 3) : 2020

Dead Weight Displacement Length Length Between Breadth Depth Maximum

A-6 CONTAINER VESSELS

IS 4651 (Part 3) : 2020

A-7 TANKER DIMENSIONS

A-8 MOORING EQUIPMENT FOR DIFFERENT SHIP SIZES

Ship Size (DWT) Mooring Equipment

IS 4651 (Part 3) : 2020

MEAN LEVEL (ORBIT

Fig. 4 Clapotis on Vertical Wall

IS 4651 (Part 3) : 2020

THROUGH PRESSURE CREST PRESSURE

FIG.Fig6. SAINFLOU WAVE

IS 4651 (Part 3) : 2020

STILL WATER LEVEL

Fig. 7 Pressure on Walls of Low Height

IS 4651 (Part 3) : 2020

Fig. 8 Minikin Wave Pressure Diagram

IS 4651 (Part 3) : 2020

D-1 WALL SEA WARD OF SHORELINE

The overturning moment M, about the ground line at where

IS 4651 (Part 3) : 2020

Fig. 9 Wave Pressures from Brokenwaves Wall Seawardof Shoreline

Fig. 10 Wave Pressures from Broken Waves: Wall Landward of Shoreline

IS 4651 (Part 3) : 2020

IS 4651 (Part 3) : 2020

December 2020 Price Group 9