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Improvement of the structure of floating docks based on the study into the
stresseddeformed state of pontoon

Article  in  Eastern-European Journal of Enterprise Technologies · December 2018

DOI: 10.15587/1729-4061.2018.150346

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Eastern-European Journal of Enterprise Technologies ISSN 1729-3774 6/7 ( 96 ) 2018

13. Mathematical model of DPKR-2 dyzel train car / Kostritsa S. A., Sobolevska Y. H., Kuzyshyn A. Y., Batih А. V. // Science and
Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport. 2018. Issue 1 (73). P. 56–65. doi: https://
doi.org/10.15802/stp2018/123079 
14. Research of safety indicators of diesel train movement with two-stage spring suspension / Kuzyshyn A., Batig A., Kostritsa S.,
Sobolevska J., Kovalchuk V., Dovhanyuk S., Voznyak O. // MATEC Web of Conferences. 2018. Vol. 234. P. 05003. doi: https://
doi.org/10.1051/matecconf/201823405003 
15. Doronin S. V. Dvizhenie mnogosekcionnyh lokomotivov v krivyh malogo radiusa: monografiya. Habarovsk: Izd-vo DVGUPS, 2009. 220 p.
16. Dinamika passazhirskogo vagona i puti modernizacii telezhki KVZ-CNII / Husidov V. V., Hohlov A. A., Petrov G. I., Husidov V. D.
Moscow: Izd-vo MIIT, 2001. 160 p.
17. BS EN 14363:2005. Railway applications. Testing for the acceptance of running characteristics of railway vehicles. Testing of run-
ning behavior and stationary tests. 2006.

Проведено дослiдження напружено-деформо- UDC 629.5.081.326

ваного стану залiзобетонних плит понтона ком- DOI: 10.15587/1729-4061.2018.150346
позитного дока зi зменшеною кiлькiстю набору.
Використана уточнена розрахункова схема, при
розрахунках згину плит стапель-палуби i днища IMPROVEMENT OF
понтона, яка враховує роботу арматури обох
напрямкiв. Врахувавання роботи арматури обох THE STRUCTURE OF
напрямкiв дозволяє точно оцiнити мiцнiсть кон-
струкцiї i надати рекомендацiї щодо проектуван-
ня конструкцiй понтону з точки зору матерiало-
FLOATING DOCKS BASED
ємностi i оптимального розмiру. При моделюваннi
роботи бетону враховано, що бетон при розтягу
ON THE STUDY INTO THE
має меншу жорсткiсть на розтяг, нiж на стиск.
Показано, що розроблена конструкцiя та тех-
STRESSED-DEFORMED
нологiя побудови композитного доку зi зменше-
ною кiлькiстю набору у понтонi дозволяє розши-
STATE OF PONTOON
рити технологiчнi можливостi побудови докiв.
Отриманi результати розрахункiв зведених напру- O. Schedrolosiev
жень в плитах стапель-палуби понтона дока пока- Doctor of Technical Sciences, Professor,
зали, що фактичнi коефiцiєнти запасу задовольня- Head of Department*
ють вимогам мiцностi. Враховуючi що конструкцiя E-mail: [email protected]
бетонних перекриттiв сприймає в декiлька разiв L. Korostylov
бiльший момент спротиву нiж сталь можна збiль- Doctor of Technical Sciences, Professor**
шити пролiт перекриття i рiдше розставляти опо- E-mail: [email protected]
ри-перебiрки. Внаслiдок цього зменшуються витра-
ти на матерiали та знижуються трудомiсткiсть
S. Klymenkov
робiт при побудовi доку.
Senior Lecturer**
Запропоновано конструкцiю та технологiю E-mail: [email protected]
побудови композитного доку зi зменшеною кiль- O. Uzlov
кiстю набору у понтонi. Показано, що встанов- Senior Lecturer*
лення поперечних переборок мiж внутрiшнiми бор- K. Kyrychenko
тами через 4 шпацiї, тобто через 3 метри, а в Postgraduate student*
бетонних баштах вiдсутнiсть шпангоутiв, флорiв E-mail: [email protected]
та бiмсiв дозволяє зменшити кiлькiсть матерiалiв, *Department of Shipbuilding and Ship Repair
а також знизити трудомiсткiсть побудови доку. Kherson branch of the Admiral Makarov National
Наведенi особливостi вибору суднобудiвного бето- University of Shipbuilding
ну орiєнтованого на екстремальнi умови роботи Ushakova аve., 44., Kherson, Ukraine, 73022
морських залiзобетонних споруд **Department of design and mechanics of the ship
Ключовi слова: плавучий композитний док, тех- Shipbuilding Educational and Research Institute
нологiя побудови докiв, залiзобетоннi секцiї, пон-
Admiral Makarov National University of Shipbuilding
тон, мiцнiсть залiзобетонних плит
Heroiv Ukrainy ave., 9, Mykolaiv, Ukraine, 54025

1. Introduction tenance work for the underwater part of vessels, predeter-

mine the elevated demand for floating docks. Construction
Permanent needs of world shipping for ship repairs, of docks is a profitable business, constituting one of the
inspection, and control over the condition of vessels, main- important directions to promote domestic products in the

26

 O. Schedrolosiev, L. Korostylov, S. Klymenkov, O. Uzlov, K. Kyrychenko, 2018

Applied mechanics

world market of shipbuilding. Creating cost-effective and formance in a combination with steel reinforcement [7, 8].
competitive products that meet international requirements In order to improve qualitative characteristics of a concrete
for quality necessitates the use of modern composite materi- mixture and to influence the processes of setting and hard-
als, implementation of advanced technical solutions, as well ening, as admixture is needed. The authors of studies [9, 10]
as innovative construction technology [1]. note a positive effect of reinforcing admixtures on water
At almost the same labor intensity of construction, the absorption and enhanced stability of the obtained concrete
most metal-consuming, and the worst in terms of operation- considering the number of freezing cycles. In addition, such
al characteristics, and, consequently, the most expensive is a concrete is much less susceptible to crack-formation [11].
dock fully made of steel. It has an excess board over water, Another promising direction of concrete manufacture is the
which leads to an increased amount of ballast that needs to application of plasticizers. For example, the authors of [12]
be taken and pumped, the installation of powerful expensive performed a comparative analysis of the use of plasticizers
pumps, additional consumption of electricity and prolonged based on esters of polycarboxylates by different manufactur-
duration of maintenance operations. In addition, the metal ers. One of the parameters for comparison was compression
dock requires docking for its own repair and technical in- strength, which for concretes at the same consumption of ce-
spection, which predetermines its regular decommissioning. ment in the mortar, without admixtures, was 24.5 MPa, and
The reinforced-concrete dock is completely devoid of all with admixtures 42.9–43.8 MPa, which indicates an almost
the specified drawbacks; it instead has a number of signifi- two-fold strengthening. In addition, such concretes are char-
cant advantages: consumption of a metal is 2–3 times less, acterized by the reduced water absorption. Structures made
the cost of a structure is 30–50 % cheaper, repair-free service of concrete are exposed to loads that promote deformation.
life is 2–3 times as long [2]. When the hull elements are made Upon achieving a certain degree of deformation, concrete
with a greater thickness, the dock becomes rigid, which begins to collapse. In order to protect concrete slabs from
greatly expands its operational characteristics. The dock can possible deformation, it is necessary to use reinforcement in
service a vessel that suffered losses in longitudinal strength; concrete structures.
in the dock, it is possible to cut into pieces or dispose of a The prospect of using the new types of concrete, whose
vessel without the danger of its failure due to an impact mechanical characteristics are significantly higher in com-
load. On the contrary, it has a very large weight of the hull parison with that still applied at enterprises in the ship-
that implies the need to apply a higher pontoon and deeper building industry, predetermines the formation of excessive
waters or a pit of submersion, as well as large energy cost of strength of such structures. Paper [13] reported compu-
refloating. There are certain problems related to air-tight- tations of the stressed state of a concrete slab with steel
ening various functional premises required to accommodate reinforcement, which revealed certain underload in both
all the necessary machinery and equipment, as well as crew the reinforcement and in much of the concrete. The authors
members [3]. substantiated reducing the diameter of reinforcement for the
The composite docks that have been commonly used at manufacture of slabs for submerged pontoons for a floating
present are made partly from the reinforced-concrete struc- dock with a capacity of 25,000 t at a constant thickness of
tures, and partly from metallic structures [4]. The pontoon is the base. For the docks of a smaller size, excess strength must
typically made from reinforced concrete, while the side tow- be even higher at the expense of the protective layer in the
ers are completely metal-made. This increases the stability reinforcement coating.
of the dock in both surface and submerged condition, as well Thus, for the case when the mechanical characteristics
as reduces the deformations of a stack-deck at the expense improve while a modified admixture is applied, it is possible
of a greater rigidity of the pontoon. Compared to the fully to both reduce the thickness of a concrete base and decrease
reinforced-concrete dock, a composite dock became lighter, the number of reinforcement elements. The expected positive
its pontoon became lower, while the lifting force increased effect, in addition to the overall saving of a material, is due to
at the same dimensions. Thus, the amount of metal used the reduced weight of a structure, improved carrying capac-
decreases, cheap concrete is applied, operating costs reduce, ity, the possibility to minimize depth of the submerged part
the dock performance efficiency improves, while its cost is of the pontoon and to bring down the volume of labor costs.
brought down.
Based on the above, we can conclude that a composite
structure of the dock is the most rational as it combines the 3. The aim and objectives of the study
advantages of the steel and the reinforced- concrete hulls. At
the same time, it is still a relevant task to define and improve The aim of this study is to improve the design of com-
approaches to the selection of dimensions, the optimization posite floating docks based on investigating the stressed-
of structural parameters and the construction technology for strained state of a reinforced-concrete pontoon.
such structures. To accomplish the aim, the following tasks have been set:
– to investigate the stressed-deformed state of the re-
inforced-concrete slabs in a pontoon of the composite dock
2. Literature review and problem statement with a reduced number of framing sets in the pontoon;
– to calculate the bending of slabs in the stack-deck and
As noted in several studies [5, 6], the reinforcement of the pontoon bottom applying the refined estimation scheme,
concrete with fibers leads to a significant increase in the which takes into consideration work of the reinforcement in
compression strength of concrete (120–170 MPa), which is both directions;
3–4 times higher than the indicators for heavy concretes – to design a structure of the pontoon in a concrete-rein-
B30-B50 that are common in the Ukrainian shipbuilding. forced floating dock with a reduced number of framing sets;
In addition, an increase in strength leads to an increase in – to devise a technological sequence for the construction
the concrete modulus of elasticity, which improves its per- of a floating dock with a reduced number of framing sets.

27
Eastern-European Journal of Enterprise Technologies ISSN 1729-3774 6/7 ( 96 ) 2018

4. Improvement of the design and construction – to demonstrate sufficient strength and rigidity;
technology for a composite dock with a reduced number – to prevent leakage of cement slurry at the compaction
of framing sets in the pontoon of a concrete mixture;
– to provide for an access to deal with minor damages.
In the structure of a composite framing sets-free pontoon In all cases, the concrete in the intra-section joints must
of the dock, the reinforcement that acts on local strength exhibit the strength, water resistance, and frost resistance,
is installed outside in the direction of the smallest spread, not less than those required from the concrete for the con-
while the reinforcement that acts on the overall strength is necting elements of the pontoon. Elimination of defects
installed inside the element. Transverse bulkheads between of concreting implies the complete removal of all flimsy
the inner boards are set in 4 quadrats, that is, in 3 meters, concrete to be followed by filling the area of a defect with
while frames, floors and beams are not erected in concrete concrete of the same quality as that used for concreting the
towers. The structure of a composite framing sets-free pon- intra-section joints. Defects in the form of cracks or small
toon of the dock is shown in Fig. 1. holes are preliminary treated at edges by the magnitude that
would suffice to fill the cracks with concrete for all depth.
The reinforced concrete hull of the pontoon is tested for wa-
ter resistance after eliminating the defects detected during
external observation and upon completion of the installation
of inner and welded components.
When setting a ship to the dock, keel blocks are in-
stalled at the longitudinal bulkhead of the dock, the loads
from which are transmitted to rarely arranged transverse
bulkheads of the dock, which ensures the overall transverse
strength.
Fig. 1. Structure of the composite framing-free pontoon The structure of concrete slabs perceives a several times
of a dock: 1 – tunnel 2 – dry compartments, 3 – ballast larger moment of resistance than steel, which makes it
compartment [14] possible to increase the spread of a slab and to arrange the
supports-bulkheads at a larger distance. The result is the
Material of the pontoon is reinforced concrete. The class reduced costs of materials, and the decreased labor-intensity
of concrete is B-50, from sulfate-resistant portland cement. of operations when constructing a dock.
Hot-rolled reinforcement with diameters 10, 12, 14, 16, 18,
20, and 22 mm, class AI and AIII, are used to reinforce the
elements of the pontoon. 5. Calculation of strength of the composite framing-free
Towers of the dock, including the outer board of the pontoon of the dock
pontoon and the pontoon’s bottom under the towers, are
fabricated according to a longitudinal system, the pontoon Study into strength of the reinforced concrete slabs in a
between the inner boards – according to transversal system. pontoon is a complex task. First, it is necessary to consider a
Such a solution makes it possible to fabricate the entire rein- joint work of different materials – concrete and steel. Second,
forced-concrete hull of the pontoon with flat sections. concrete is a material with different properties of deformation
It is not allowed to apply the reinforcement steel that at stretching and compaction, and at bending its different
was exposed to strengthening or profiling by cold pro- parts are simultaneously at the compressed and stretched
cessing, as well as thermal strengthening. Manufacture zones. Third, dimensions of the reinforcement are rather
of reinforcing grids is performed at an automatic welding small compared to the size of a slab array, thereby complicat-
machine or welding in a checkerboard pattern in the envi- ing simulation using the method of finite elements; it requires
ronment of CO2 . a fine grid, and, as a result, incurs large computational cost.
Before installing the reinforcing grids on benches in In order to study strength of the reinforced-concrete slabs in
order to assemble the volume, benches are cleaned from a pontoon under uniform pressure, we employed the software
concrete and dirt. Benches for forming the concrete sections package SolidWorks Simulation, designed to calculate struc-
provide the manufacture of sections with smooth surfaces of turally homogeneous bodies. The package enables running a
uniform thickness and enable the quick removal of moulded volumetric analysis of the stressed-deformed state; it is inte-
sections. grated with the SolidWorks three-dimensional simulation
Prior to installing the sections of a stack-deck, the system, which makes it possible to efficiently use a graphical
equipment is loaded and the pipelines of a ballast system interface when simulating the examined objects.
are assembled. Before assembling, the hull equipment is The software package SolidWorks Simulation performs
installed at regular places in the volumetric sections, as well an estimation analysis based on the method of finite ele-
as the foundations, reinforcements under equipment, and the ments. This method is a universal tool to investigate complex
tests are conducted to check water-tightness of intra-section engineering structures under different conditions of their
joints and welds. loading. A geometrical model of the body is conventionally
Before installing the reinforcement, the fitting of a joint split into a certain number of small parts of simple shape,
is cleaned from dirt, oils, paints, rust that falls away at im- which are called the finite elements that interact at common
pact. After cleaning the joints and installing all building points – nodes. The behavior of each node in a finite element
constructions, the installation of a wooden-metallic frame is described by the assigned number of parameters, deter-
is carried out, which must meet the following requirements: mining which makes it possible to estimate the stressed-de-
– to ensure the correctness of shapes and dimensions of formed state of both the elements and the examined struc-
the concrete-based joint; ture in general.

28
Applied mechanics

The computational package employs one of the varieties 20 mm is shown in Fig. 4, a. Schematic of the reinforcement
of the method of finite elements – the method of displace- of bottom slabs with a thickness of 160 mm in the region of
ments. The basic unknowns, predetermined in the first place, exposure to the maximum hydrostatic pressure is shown in
is the displacement of nodes at which the finite elements Fig. 4, b.
interact with each other. At these same nodes, such fictitious
efforts that correspond to the displacements are applied that
characterize the action of stresses along the borders that join
the adjacent elements.
Because the accepted basic unknowns are the nodal
displacements, it is possible to determine them following
the construction of a rigidity matrix for a discrete model of
the structure [13]. This matrix is formed from the matrices
of rigidity of individual finite elements and it establishes
the relationship between the nodal displacements of a dis-
crete model and the external load to the original structure.
In fact, it is the result of building the equations of equi-
librium at nodal points that represent a system of linear
inhomogeneous equations of algebra with unknown nodal
displacements.
For the three-dimensional problems, the package em- Fig. 3. Estimation scheme of the dock’s pontoon slabs
ploys a tetrahedral finite element with ten nodal points
(Fig. 2). Protective layer - 20 mm 14-A-III 20-A-III

140
Protective layer - 10 mm 12-A-III 16-A-III

16-A-III Protective layer - 10 mm

12-A-III 22-A-III
Protective layer - 15 mm
b
Fig. 2. Nodal displacements in a tetrahedral finite element
Fig. 4. Schematic of reinforcement of the reinforced-concrete
After determining the displacement of nodes, one can slabs: a – stack-deck; b – bottom
calculate deformations and stresses for the entire model. The
represented (equivalent) stresses are computed based on the Fig. 5 shows a fragment of splitting the reinforced-con-
Mises energy theory. crete slab of a dock’s pontoon into finite elements. The
In order to reduce the total number of the elements estimated structure of the reinforced concrete slab of the
employed, given the dual symmetry of slabs, the calculation deck is divided into 5,001,360 finite elements of tetrahedral
of the stressed state was performed for the 1/4 part of the shape with 6,765,687 nodal points for a quarter of the slab,
slab, denoted by shading in Fig. 3. In this case, the models the bottom into 3,915,831 elements with 5,310,498 nodes.
show the reinforcement for two mutually perpendicular In order to reduce the number of elements, we applied when
directions, as well as concrete, which works separately on splitting the models an adaptive finite-element grid with the
compression and separately on strength. It is important that increased size of the elements at the surfaces of slabs, and
a feature in the work of concrete is the reduced resistance denser to the cylindrical surfaces of reinforcing elements
during work at stretching at the expense of lower mechan- whose simulation requires a rather fine grid, given their
ical characteristics and due to the formation of micro-and small relative size.
macro-cracks, which is why the compressed and stretched The slabs of the stack-deck were calculated for the uni-
concrete were simulated via individual geometrical bodies form lateral hydrostatic load at full submersion, which is
with different indicators for strength and rigidity. Mod- 60 kPa at the level of the stack-deck with a dry compart-
ulus of elasticity of the reinforcement was taken to equal ment. The bottom slabs were calculated for the uniform
2.0.1011 Pa, for concrete at compression – 0.38 .1011 Pa, for lateral hydrostatic load at full submersion, which is 92 kPa
concrete at stretching – 0.11.1011 Pa. at the level of main plane with a dry compartment. Calcu-
Cross-section of the reinforced concrete slabs for a lations showed that the maxima of the cumulative stresses
stack-deck of thickness 140 mm and maximum size in plan based on the Mises criterion (energy theory) occur in the
6,700×3,000 with the reinforcement of diameter from 12 to reinforcement, located at the opposite side from the appli-

29
Eastern-European Journal of Enterprise Technologies ISSN 1729-3774 6/7 ( 96 ) 2018

cation of load, compressed in the middle of long sides. The the strength of slabs in the stack-deck and the bottom is
stresses amount to 120 MPa for the bottom slabs (Fig. 6, b) sufficient.
and 102 MPa for the deck slabs (Fig. 6, a), with a reserve
factor of 3.25 and 3.82, respectively, which exceeding the
required coefficient by 2.3 and 2.7 times. In this case, the 6. Discussion of results of studying the stressed-
rated stresses in a concrete base is 7–10 times below the deformed state of the reinforced-concrete pontoon
maximum stresses of reinforcement in the respective direc-
tion (Fig. 7, 8). The finite-element model was calculated for the cases of
complete submersion of the dock in a quiet water, without
taking into consideration possible dynamic loads. This is
related to the conditions for operation of the pontoon in the
water areas of ports and plants where such a load is almost
absent. The model would need refinement for other condi-
tions and cases of loading.
The proposed finite-element model accounted for work
of the reinforcement in both directions – longitudinal and
transverse, rigidly clamped beams on the pontoon bulk-
heads. Structural elements in the joint between a pontoon
Fig. 5. A fragment of splitting the reinforced-concrete slab of and elements of the side towers were not taken into consider-
the pontoon’s stack-deck into finite elements ation. A distinctive feature of the model is the interpretation
of the compressed and stretched part of the concrete with
The most stressed was the reinforcement that is the far- two separate bodies, which makes it possible to take into
thest from the surface loaded with pressure, as well as the consideration, in addition to the difference in the limits of
one that is located along the short edges of the slab, which strength at compression and stretching, the difference in
agrees with the theory of bending continuous rigid slabs. the elastic characteristics of the model related to a decrease
Thus, given the level of the calculated normal and in rigidity along the direction of stretched elements at the
cumulative stresses at a reduced number of framing sets, expense of the formation of micro- and macrocracks.

a b
Fig. 6. Cumulative stresses and deflection arrows in slabs: a – stack-deck; b – bottom

a b
Fig. 7. Normal stresses along the long sides: a – stack-deck; b – bottom

a b
Fig. 8. Normal stresses along the short sides: a – stack-deck; b – bottom

30
 Applied mechanics

Construction of the grid of finite elements for a given optimization of slab thickness, and, as a result, the amount of
model as a solid body has caused certain difficulties relat- concrete used, is a promising area for further research.
ed to small diameter of the reinforcement, which in turn
requires the small size of the elements along the boundary
of transition concrete-steel and, as a consequence, a large 7. Conclusions
number of them. That significantly increases the duration of
preparation and carrying out the calculations. 1. Our research into the stressed-deformed state of
The derived magnitudes of cumulative stresses in the reinforced-concrete slabs in the pontoon of a composite
slabs of a stack-deck in the dock’s pontoon with a lifting dock with a reduced number of framing sets in the pon-
force of 5,000 t showed that the actual reserve ratios at a toon has showed that the strength of slabs in a stack-deck
reduced number of framing sets satisfy the requirements and in a bottom is sufficient. At maximum load, a strength
for strength. At a maximum load, the cumulative stresses, reserve coefficient is 3.82 for the deck slabs, and 3.25 to
by Mises, in the reinforcement do not exceed 120 MPa at a the bottom slabs.
maximum of normal stresses of ~100 MPa in the transverse 2. When calculating the bends of slabs in a stack-deck
direction, which corresponds to the reserve ratio of 3.82 for and in a pontoon’s bottom, we employed the refined esti-
the reinforcement used in decked slabs. In the longitudinal mation scheme, which takes into consideration work of the
direction, the reinforcement is also underloaded, especially reinforcement along both directions, which made it possible
in a compressed region. Ratio of yield limit for the steel rein- to precisely estimate the level of stresses and to provide
forcement of class A-III to the maximal cumulative stresses recommendations on the design of structures in terms of
in the bottom slabs is not less than 3.25. material consumption and optimal size.
Such reserves, even in the case of applying the heavy con- 3. The designed structure of the composite pontoon of
crete of class B-50 ensure the strength of a stack-deck and a a dock is more effective in terms of material consumption.
bottom with the excess reserve. This can be explained by us- Installing the transverse bulkheads between internal boards
ing an excessive amount of concrete related to maintaining in 4 quadrats, that is, in 3 meters, as well as the absence of
the minimum thickness of a protective coating by concrete frames, floors and beams, in concrete towers, makes it possi-
of the reinforcement and the effective distance between re- ble to reduce the amount of materials used and, consequent-
inforcement in the layer. This enables further optimization ly, the total weight of the dock.
in terms of material consumption by reducing the thickness 4. We give the principal technological sequence for the
of concrete slabs and the diameter of the reinforcement used. construction of a reinforced-concrete pontoon with a re-
The model is optimized for the minimal quantity of rein- duced number of framing sets in the docking chamber, which
forcements in order to reduce metal consumption. However, the makes it possible to significantly reduce the labor intensity
parameters that affect the strength of such structures most are in the construction of a composite dock by reducing the vol-
the thickness of slabs in the reinforced concrete pontoons. The ume of technological operations.

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