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1、ACI 357.2R-88 Report on Barge-Like Concrete Structures Reported by ACI Committee 357 Jal N. Birdy Anthony E. Fiorato Chairman Secretary William J. Cichanski Editor Irvin B. Boaz Anthony D. Boyd V. M. Buslov Roger A. Campbell George F. Davenport Joseph A. Dobrowolski J. Michael Duncan Svein Fjeld Geo
2、rge A. Fotinos Harvey H. Haynes George C. Hoff William A. Ingraham Richard W. Litton Alan H. Mattock John S. Priedeman Karl H. Runge B. P. Malcolm Sharples Ram G. Sisodiya Charles E. Smith Arthur L. Walitt Alfred A. Yee This report addresses the range of current engineering experience for the design
3、 and construction of floating, barge-like concrete structures. A brief discussion of past and present structures and design concepts is presented to establish both the versatility and technical viability of concrete barge-like marine structures. Barge-like concrete structures are used at both shelte
4、red and exposed sites. The marine environment can be both severe and highly unpredictable, necessitating unique design requirements for floating concrete structures. In addition, barge-like structures serve a wide variety of uses such as industrial plantships,floating bridges, floating docks, parkin
5、g and hotel structures, and other applications, and as such, further attest to the wide range of possible design requirements. Design loads and recommended design criteria are presented. Design proce- dures and methods of analysis are discussed to better acquaint the reader with the design considera
6、tions that are unique to barge-like marine structures. Methods used to construct barge-like concrete structures play a major role in the success of each application. Construction methods and materials used for recent applications are presented to demonstrate the importance of the con- struction proc
7、ess during the planning and design of marine concrete structures. Important aspects of delivery from the construction site and installation at the deployment site are presented. The durability and serviceability of barge-like structures at remote sites are important considerations to project planner
8、s and developers. Construction material selection and inspection, maintenance, and repair techniques are discussed. Keywords: abrasion; accidents; admixtures; aggregates; barges; concrete construction; concrete durability; corrosion; detailing; dynamic loads; fatigue (materials); finite element meth
9、od; floating bridges; floating docks; freeze- thaw durability; installin; inspection; lightweight concretes; limit design method; loads (forcesntenance; moorings; permeability; post-tensioning; precast concrete; prestressed concrete; prestressing steels; quality control; reinforced concrete; reinfor
10、cing steels; repairs; serviceability; stability; structural design; surveys; towing. Copyright 1997, American Concrete Institute ACI Committee Reports, Guides, Standard Practices, and Com- mentaries are intended for guidance in designing, planning, All rights reserved including rights of reproductio
11、n and use in executing, or inspecting construction, and in preparing any form or by any means, including the making of copies by any specifications. Reference to these documents shall not be photo process, or by any electronic or mechanical device, printed made in the Project Documents. If items fou
12、nd in these or written or oral, or recording for sound or visual reproduction documents are desired to be part of the Project Documents, or for use in any knowledge retrieval system or device, unless they should be phrased in mandatory language and incorporat- permission in writing is obtained from
13、the copyright proprietors. ed into the Project Documents. 357.2R-1 Copyright American Concrete Institute Provided by IHS under license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 05/15/2007 23:50:44 MDTNo reproduction or networking permitted without license from IHS
14、 -,-,- (Reapproved 1997) ACI COMMITTEE REPORT CONTENTS 1.0 INTRODUCTION 2.0 APPLICATIONS 2.1 Introduction 2.2 Historical Background 2.3 Barge Structures 2.4 Industrial Plantships 2.5 Floating Piers and Docks 2.6 Floating Bridges 2.7 Other Structures 2.8 Summary 3.0 MATERIALS AND DURABILITY 3.1 Intro
15、duction 3.2 Testing and Quality Control 3.3 Structural Marine Concrete 3.4 Reinforcing and Concrete Cover 3.5 Special Considerations 3.6 Summary 4.0 EVALUATION OF LOADS 4.1 Introduction 4.2 Load Definitions 4.3 Load Determination 4.4 Summary 5.0 DESIGN APPROACHES 5.1 Introduction 5.2 Design Codes 5.
16、3 Analysis Methodology 5.4 Design and Detailing 5.5 Summary 6.0 CONSTRUCTION 6.1 Introduction 6.2 Construction Methods 6.3 Concrete Construction 6.4 Construction Afloat Copyright American Concrete Institute Provided by IHS under license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie N
17、ot for Resale, 05/15/2007 23:50:44 MDTNo reproduction or networking permitted without license from IHS -,-,- 357.2R-3 CONTENTS (continued) 7.0 8.0 9.0 6.5 Segmental Construction - Joining While Afloat 6.6 Summary TOWING AND INSTALLATION 7.1 Introduction 7.2 Design Considerations 7.3 Tow Route 7.4 Su
18、mmary MAINTENANCE, INSPECTION, AND REPAIR 8.1 Introduction 8.2 Structural Deterioration 8.3 Surveys and Periodic Inspection 8.4 Repairs 8.5 Summary SPECIFIED REFERENCES 9.1 American Concrete Institute (ACI) 9.2 American Petroleum Institute (API) 9.3 American Society for Testing and Materials (ASTM)
19、9.4 Det norske Veritas (DnV) 9.5 FGdhation Internationale de la Prhzontrain (FIP) ABBREVIATIONS USED IN TEXT Copyright American Concrete Institute Provided by IHS under license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 05/15/2007 23:50:44 MDTNo reproduction or net
20、working permitted without license from IHS -,-,- 1.0 INTRODUCTION This state-of-the-art report is intended to further the development of floating concrete structures. By presenting the state of the art in design, materials, construction, installation, maintenance, and repair of floating barge-like c
21、oncrete structures,the technology is demonstrated as available for additional applications. Existing applications are reviewed as a means of demonstrating that the technological risks are at a known and acceptable level. The durability of concrete in a marine environment is demonstrated in fixed str
22、uctures by the wide use of concrete construction in waterfront and harbor facilities. The rationale for selecting concrete fixed harbor structures is directly transferable to floating structures. Barge-like structures are addressed because numerous commercial applications use a configuration which i
23、s barge-like in shape. Shipshaped hulls and bottom-founded oil exploration and production platform configurations are beyond the scope of this report. For additional information on the subject of concrete bottom-founded structures, see ACI 357.1R. Additional information on shipshaped vessels may be
24、found in “Design and Construction of Concrete Ships“ by the Federation Internationale de la Precontrainte (FIP). For this report, the definition of a barge-like structure is a floating vessel with near vertical walls and a near rectangular plan. The bow and stern may be raked or shaped as required.
25、“Floating“relates to structures that are temporarily, intermittently, or continuously afloat. Certain vessels included within the definition of barge-like structures are designed for towing and subsequent grounding,and afterward function as fixed gravity- type structures. Later, these structures may
26、 be refloated and transported to a new location. Other structures are designed to remain continuously afloat, with or without permanent mooring. An example of a barge-like structure is a floating bridge, of which several exist. The oldest floating concrete bridge has a length of over 1.5 miles (2.4
27、km) and has remained in service for more than 40 years. It spans Lake Washington from Seattle to Mercer Island in the state of Washington, USA. Future applications include floating piers, breakwaters, industrial plants, LNG and LPG processing and storage vessels, oil storage structures, and airports
28、 1.1, 1.2. Industrial plants have been constructed on barges, typically steel barges, in fabrication yards and towed to remote locations. Similar examples now exist using concrete barges. Given certain conditions, the cost of such a plant is lower, and construction time is shorter when compared to b
29、uilding the plant on site? For concrete barges, addi- tional benefits are obtained from improved motion characteristics during transit and an increased service life. The market for floating industrial plants is evolving and is likely to have a significant future. Other applications have been develop
30、ed and are currently in service. These will be discussed in Chapter 2.0. 1 Cichanski, W.J. and Priedeman, J.S., “The Technological Versatility of Floating Plants,“ presented at the American Concrete Institute Fall Convention,New York City, October 1984. Copyright American Concrete Institute Provided
31、 by IHS under license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 05/15/2007 23:50:44 MDTNo reproduction or networking permitted without license from IHS -,-,- BARGE-LIKE STRUCTURES 357.2R-5 Reinforced, prestressed concrete and composite concrete-steel structures ar
32、e used and will be discussed. In 1943, the first prestressed concrete barge was built by the U.S. Navy. Today, the preferred construction approach for large structures is to use prestressed concrete instead of ordinary rein- forced concrete. The ability of prestressed structures to control net tensi
33、le stresses and to close cracks that develop from temporary overload situations enhances watertightness and durability. Composite concrete-steel construction is also becoming popular. Concrete is used in the exterior bulkheads and base to provide durability, and steel is used for the internal framin
34、g and deck to provide weight savings. The cost economies of floating concrete structures are not addressed in the report. Specific case-by-case analyses are necessary to yield the appropri- ate cost comparison to alternative construction materials. For very large structures, life-cycle analyses sugg
35、est considerable advantage to concrete structures because of low maintenance costs resulting from the use of durable materials. Dry-docking for inspection and repair is costly. At this time, regulatory agencies do not require periodic dry docking for floating concrete structures. In the past,insuran
36、ce costs to cover towing and delivery have been more expensive for concrete structures than for steel barges because experience was less for floating concrete structures. As experience has grown, this cost penalty has disappeared. Today, barge-like structures can be “classed“ by regulatory agencies
37、using procedures similar to those used for steel vessels. Design of concrete barge-like structures requires the knowledge of many disciplines. The designer must have a thorough understanding of concrete design principles,concrete as a material, and construction practice. Also, the designer must have
38、 an understanding of environmental loadings, marine operations, requirements for vessel certification, and the importance of structure inspection, maintenance, and repair. All of these aspects have been addressed in this report to provide the reader with a comprehensive background in the subject of
39、concrete barge-like structures. The text of this state-of-the-art report is intended as a technical overview of the subject. The seven chapters which follow provide current information on the subject. This report is not a design specification nor a design criteria document, but rather a discussion o
40、f major aspects of concrete barge structure design, construction, and service performance. Specific references are provided, where appropriate, to refer the reader to addi- tional detailed, technical data and design formulae. REFERENCES FOR CHAPTER 1.0 1.1 Gerwick, Jr., Ben C., “A Presentation of th
41、e Expanding Use of Prestressed Concrete for Ocean Structures and Ships with Guides to Effective Design and Construction Practice,“ Prestressed Concrete Ocean Structures and Ships,Prestressed Concrete Institute, Chicago, IL, September 1975. Copyright American Concrete Institute Provided by IHS under
42、license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 05/15/2007 23:50:44 MDTNo reproduction or networking permitted without license from IHS -,-,- 357.2R-6 ACI COMMITTEE REPORT 1.2 Gerwick, Jr., Ben C., Mansour, A.E.,Price, Edward, and Thayamballi, A., Feasibility an
43、d Comparative Studies for the Use of Prestressed Concrete - - in Large Storage/Processing Marine Engineers, Vessels, Society of Naval Architects and New York, NY, 1978. Copyright American Concrete Institute Provided by IHS under license with ACI Licensee=IHS Employees/1111111001, User=Wing, Bernie N
44、ot for Resale, 05/15/2007 23:50:44 MDTNo reproduction or networking permitted without license from IHS -,-,- BARGE-LIKE STRUCTURES 357.2R-7 2.0 APPLICATIONS 2.1 Introduction This chapter addresses selected applications of the use of concrete in barge-like floating structures. The selection is not in
45、tended to provide a comprehensive list of applications,but rather to illustrate the wide variety of marine applications for which concrete has provided safe, functional, durable, and economical solutions. These applications not only illustrate the versatility of floating concrete structures, but als
46、o highlight some creative and novel engineering solutions to complex design problems. This chapter first presents a brief historical background on the use of concrete for floating structures, and then describes examples of concrete ships, barges, plantships, storage facilities, piers, docks, and bre
47、akwaters that have been constructed or are being developed. 2.2 Historical Background The first use of reinforced concrete in floating vessels is attributed to Lambot who, in 1848, constructed a boat by applying sand-cement mortar over a framework of iron bars and mesh 2.1. The first self-propelled
48、reinforced concrete ship was launched in 1917. This was the M.S. Namsenfjord, built by N.K. Fougner in Norway. Fougner went on to build several larger self- propelled reinforced concrete vessels. The first self-propelled concrete ship in the United States was the S.S. Faith, which was launched in 19
49、18. It was built in San Francisco and was at that time the largest concrete ship in the world with a design deadweight of 5000 tons (4540 tonnes). It had an overall length of 320 ft (97.5 m), a beam of 44.5 ft (13.5 m), and a depth of 30 ft (9.1 m) 2.1. A principal impetus for continued development of concrete ships was the short