INTERNATIONAL CONFERENCE ON COASTS, PORTS AND MARINE STRUCTURES (ICOPMAS) PORTS & MARITIME ORGANIZATION | Year:1995 | دوره:2 |Papers Count:27

THE SURFACE OF FIXED OR MOBILE STRUCTURES, WHICH ARE EITHER AFLOAT OR SUBMERGED IN THE WATER, IS USUALLY COVERED BY VARIOUS PLANT OR ANIMAL SPECIES (BIOLOGICAL CORROSION), WHICH GET DAMAGED BY CORROSION AND THIS AFFECTS THE INSTRUMENTS AND THE EQUIPMENT PERFORMANCE. FOR INSTANCE, CORROSION FORCES SHIPS TO USE MORE FUEL.THE METHODS OF PREVENTING THE INCREASE OF CORROSION BASICALLY DEPEND ON IMPLEMENTING THE ANTI-FOULING PAINTS THAT GENERATE A DETERMINED AMOUNT OF TOXIN TO COVER THE PAINTED SURFACES. THIS COVER ELIMINATES THE PLANT AND ANIMAL SPECIES AT THEIR INITIAL STAGES. PRACTICALLY, THE MAIN DISADVANTAGE OF THESE PAINTS IS THAT THEY CAN ONLY BE USED WHEN THE SHIP IS IN THE BERTH OR ITS SPEED IS BELOW 4-5 KNOTS.OTHERWISE, THE TOXIN IS DISSOLVED AND HAS NO EFFECTIVE EFFICIENCY FOR DEMOLISHING THE TROUBLESOME SPECIES. THIS IS THE REASON WHY MANUFACTURING PRODUCTS WITH LONGER EFFICIENCY HAS NOT BEEN FEASIBLE. THE ADVANCED ANTI-EROSION PAINTS SYSTEMS CAN BE USED FOR THE UNDERWATER PARTS OF THE SHIP HULK FOR MUCH LONGER THAN THE ANTIFOULING PAINTS. THE PURPOSE OF THE TECHNOLOGICAL INVESTIGATIONS ON THIS CASE IS INCREASING THE GAP BETWEEN TIMES THAT THE SHIPS STOP AT REPAIR YARDS AND PRESERVING THE SHIPS FROM EROSION AND FOULING. THIS SUBJECT IS THE RESULT OF THE EXPERIENCES OBTAINED IN A 20-YEAR ATTEMPT FOR PRODUCING ANTI-FOULING PAINTS WITH HIGH EFFICIENCY LEVEL AT CIDPAINT.

A GROIN IS A COASTAL PROTECTIVE CONSTRUCTION VASTLY USED SINCE THE BEGINNING OF THE CURRENT CENTURY, WHICH MAINLY CREATES OR PRESERVES A PROTECTED COAST, OR RETRIEVES AND DEVELOPS A COAST (THROUGH WIDENING BY CONTAINMENT OF THE COASTAL MATERIALS).THE GROIN PERFORMANCE IS BASED ON REDUCING THE CURRENT SPEED, SEDIMENTATION AND CONSOLIDATION OF THE SAND FLOATING IN THE SEA WATER OR MOVING ONTO THE COAST (BED LOAD) IN THE TARGETED LOCATION. KNOWING THE PERFORMANCE OF EACH COASTAL PROTECTIVE CONSTRUCTION HAS A SIGNIFICANT IMPACT ON THE PROSPERITY OF THE RELATED COASTAL PROJECTS. IN THIS ARTICLE, THE PERFORMANCE OF THE GROINS IN COASTS IS SURVEYED AND IDENTIFIED. WHILE HAVING A GENERAL REVIEW ON DESIGN CRITERIA (LENGTH, HEIGHT, PLACEMENT DISTANCE, PERMEABILITY AND ITS ANGLE WITH THE COASTLINE) IN SOME INVESTIGATORS PERSPECTIVE, THEIR VARIETY IN STRUCTURE AND GROIN PLACEMENT SYSTEMS OR THEIR UNCOMMON TYPES ARE INTRODUCED AND COMPARED, AND THEIR PERFORMANCE RESTRICTIONS ARE DESCRIBED AS WELL. AT THE END OF THE ARTICLE, A CASE STUDY ON THE UNSUCCESSFUL IMPLEMENTATION OF THE GROINS IN THE COASTS OF THE CASPIAN SEA (AMIRABAD PICKET) IS PRESENTED AND ITS FAILURE REASONS ARE DESCRIBED.

IN THIS STUDY, THE COASTAL AREA OF PAZM GULF, THE DISTANCE BETWEEN PAZM CAPE IN SOUTHWEST OF CHABAHAR GULF, AND RASHEDI CAPE ON THE COASTS OF SISTAN & BALUCHISTAN PROVINCE ON THE GULF OF OMAN HAVE BEEN SURVEYED IN TERMS OF THE LITTORAL CHANGES. AERIAL PHOTOS TAKEN IN TWO DIFFERENT TIMES IN THE YEARS OF 1335 AND 1363 WERE ANALYZED AND COMPARED WITH EACH OTHER. IN THIS COMPARISON, IT WAS EVIDENT THAT THOSE PARTS OF THE COAST THAT WERE UNDER THE DIRECT INFLUENCE OF THE WAVES, AND ITS RELATED CURRENTS WERE SEVERELY CORRODED. THE SEDIMENTATION PHENOMENA WERE STUDIED IN SOME PARTS OF THE COAST AS WELL. THE FINDINGS OF THIS STUDY WERE SIMILAR TO THE PREDICTIONS ON THE SEDIMENTATION AND CORROSION PROCEDURE BASED ON HYDRODYNAMIC STUDIES. ALTHOUGH COMPARING THE MAPS FROM ANALYZING AERIAL PHOTOS COUNTS AS A SEMI-AUTOMATIC METHOD, IT CAN RENDER VALUABLE RESULTS, ESPECIALLY BECAUSE THE COMPARISON OF AERIAL PHOTOS TAKEN AT VARIOUS TIMES IS A CHEAP TECHNIQUE AND DOESN’T NEED MUCH TIME. THUS, THIS TECHNIQUE CAN BE PUT TO A VERY GOOD USE IN PRIMARY INVESTIGATIONS IN THE ENGINEERING AND PORT FIELDS.ACCESSING INFORMATION ABOUT TERRAIN CHANGES AND FINDING ITS PROCEDURE PROVIDES MANAGERS, PLANNERS AND DESIGNERS WITH A NEW PERSPECTIVE, WHICH WILL PREVENT WASTING OF NATIONAL RESOURCES AND OPTIMIZE THE USE OF AVAILABLE FACILITIES.

COMPLEXITIES AND THE NUMBERS OF THE PARAMETERS INCLUDED IN BEHAVIORAL FUNCTIONS OF MARINE CONSTRUCTIONS AND BREAKWATERS IN VARIOUS ENVIRONMENTAL CONDITIONS, AND ALSO THE HIGH EXECUTIVE COSTS OF THESE CONSTRUCTIONS AND THEIR MAXIMUM USAGE EXIGENCY NOT ONLY INCREASES THE SENSITIVITY OF DESIGNING SUCH CONSTRUCTIONS, BUT ALSO INVOKES THE NECESSITY OF USING OTHERS EXPERIENCE AND LEARNING FROM THE FLAWS IN THE FORMER DESIGNS. IN SOME OF THE BREAKWATERS BUILT IN BUSHEHR PROVINCE, THE SEDIMENT PHENOMENA IN THE BERTH AREA IS SO RIFE THAT IT HAS EXTERMINATED THEM AND MADE THEIR USEFUL FUNCTIONING LIFE EXTENSIVELY SHORTER THAN THE PREDICTIONS. ON THE OTHER HAND, SOME OTHER BERTHS HAVE FUNCTIONED FOR LONG WITHOUT CONFRONTING THIS BASIC PROBLEM. IN THIS RESEARCH, SOME OF THE MENTIONED BREAKWATERS HAVE BEEN CHOSEN WITH DIFFERENT CONDITIONS, AND WITH CONSIDERING THE EFFECTIVE FACTORS, THEIR SEDIMENT PATTERN HAS BEEN SURVEYED, AND THE RESULTS WERE COMPARED TO THE PRACTICAL SEDIMENT MODEL IN BERTH AREA. IN THIS COMPARISON, WITH THE VERIFICATION OF THE PRACTICAL SEDIMENT PATTERN, THE ACTUAL FLAWS OF THE DESIGNS ARE INDICATED, AND ACCORDING TO THE OBTAINED EXPERIENCE, GENERAL SUGGESTIONS ARE MADE FOR PRIMARY DESIGNING OF THE BREAKWATERS IN A WAY TO MINIMIZE SEDIMENTATION.

CONCRETE HAS ALWAYS BEEN CONSIDERED AS ONE OF THE MOST USABLE AND DURABLE CONSTRUCTION MATERIALS FOR BUILDING DIFFERENT STRUCTURES SUCH AS MARINE AND BERTH CONSTRUCTIONS. IF THE MATERIALS AND THE TECHNIQUES ARE CHOSEN PROPERLY AND WITH SUITABLE PRESERVATION, THIS STRUCTURE WILL HAVE A GREAT DEAL OF DURABILITY. HOWEVER, INADEQUATE MATERIALS, INAPPROPRIATE AND LOW-QUALITY IMPLEMENTATION TECHNIQUES AND PROCESSING DEFICIENCY CAUSES DAMAGE TO THE CONCRETE STRUCTURES AND ARMED CONCRETE, ESPECIALLY IN WARM CLIMATES. IN THIS ARTICLE, NEAR-COASTAL AND PORT STRUCTURES IN THE SOUTH OF IRAN ON THE PERSIAN GULF WERE INVESTIGATED, USING THEORETICAL EXPERIMENTS ALONG WITH NON-DESTRUCTIVE, PHYSICAL AND CHEMICAL EXPERIMENTS AND SAMPLINGS ON THESE CONSTRUCTIONS. THE CHLORIDE ION PENETRATION EXPERIMENTS AND ITS AMOUNT HAVE INDICATED THAT THE CRITICAL FACTOR FOR THESE STRUCTURES DESTRUCTION IS ARMATURE EROSION, AND THE CRACKS AND SCATHES ON THE CONCRETE ARE BECAUSE OF THE PENETRATION OF THIS ION. THE CARBONATION AND HALF-CELL SUPPLEMENTARY EXPERIMENTS ALSO INDICATED THE SAME RESULT. IN SOME CASES, IMPROPER IMPLEMENTATION AND THE LACK OF THE NECESSARY CASING IN HIGHLY ERODED REGIONS CAUSES THE DESTRUCTION TO APPEAR MUCH EARLIER THAN EXPECTED. AFTER PRESENTING THE RESULTS OF THE MENTIONED EXPERIMENTS, AND ELABORATING ON THE REASONS, SOME RECOMMENDATIONS AND SUGGESTIONS IN ORDER TO INCREASE THE DURABILITY OF THE MENTIONED MARINE STRUCTURES, ESPECIALLY FOR WARM COASTAL REGIONS IN THE SOUTH ARE PRESENTED AT THE END.

BUOYS ARE USED AS FIXED VESSELS ACROSS THE SEA ARE USED FOR DIFFERENT PURPOSES. THIS PAPER PRESENTS A MATHEMATICAL SIMULATION IN ORDER TO INVESTIGATE THE BEHAVIOR OF THE BUOYS IN VARIOUS CONDITIONS OF THE SEA. THIS MODEL HAS DIFFERENT PARTS, WITH THE MOST IMPORTANT ONE BEING THE VESSELS STATIC ANALYSIS, THE HYDRODYNAMIC ANALYSIS AND SOLVING THE DYNAMIC EQUATIONS OF CONTROLLED BUOYS IN THE WAVE PATHS. IN THIS MODEL, THE BUOY’S BODY CAN HAVE ANY DESIRED SHAPES. HOWEVER, IT IS ASSUMED THAT THE OBJECTS SHAPE HAS AXIAL SYMMETRY AND CONSEQUENTLY THE OBJECTS MOVEMENTS ARE LIMITED TO THE VERTICAL PLANE MOVEMENTS. THE HYDRODYNAMIC ANALYSIS OF THE VESSEL IN THE PLANE WAVES PATH ARE DONE BY USING THE DIFFRACTION THEORY AND NUMERIC TECHNIQUES OF THE FLUID MECHANICS. ANOTHER SECTION IS ABOUT THE STATIC AND DYNAMIC ANALYSIS OF THE CONTROLLING CABLES AND THE VESSEL. THE STATIC AND DYNAMIC EQUATIONS OF THE CABLES UNDER THE EFFECT OF HYDRODYNAMIC PRESSURES WERE SOLVED BY USING THE LIMITED-PARTS TECHNIQUE. THE FINAL PART OF THE MODEL COVERS THE MIXED INVESTIGATION OF THE DYNAMIC EQUATIONS OF THE CABLE AND BUOY SYSTEM WITH FAVORABLE BORDER CONDITIONS. IN THIS PAPER, THE DIFFERENT PARTS OF THE MODEL ARE INTRODUCED COMPLETELY AND THEIR VALIDITY IS INVESTIGATED, FOLLOWED BY THE RESULTS IN THE END.

TODAY, IN-SITU TESTING IS INCREASINGLY EMPLOYED AS A USEFUL AND PRACTICAL TOOL FOR IDENTIFYING AND INDICATING THE CHARACTERISTIC PARAMETERS OF THE SUBTERRANEAN LAYERS OF THE SEABED IN OFFSHORE MODELING, ESPECIALLY IN DEEP WATERS. THE VANE, BAROMETER AND THE CONICAL PENETRATION TESTS (CPT) ARE THE MOST COMMON IN-SITU TESTS TO BE CONDUCTED IN THE OFFSHORE GEOTECHNICAL STUDIES.THE INSTRUMENT GENERALLY USED FOR THE CONE PENETRATION TEST IS ONE OF THE MOST PRACTICAL IN-SITU TEST INSTRUMENTS UTILIZED IN REGARDS WITH GEOTECHNICAL STUDIES. IT MUST ALSO BE MENTIONED THAT THE CONSTANT RECORDING OF THE RESULTS, THE ABILITY TO DETECT THE EXISTENCE OF LAYERS THICKER THAN 5 CENTIMETERS OF LIQUEFACTIVE SOILS (ALSO KNOWN AS PEBBLE LENSES), SUFFICIENT REPEATABILITY OF THE TEST RESULTS, HAVING AN ESTABLISHED AND STANDARD TEST PROCEDURE, THE REDUCTION OF SOIL DISTURBANCE AND THE TESTS RATE ARE AMONG THE MOST SIGNIFICANT FEATURES OF THE CPT INSTRUMENT. IN THIS ARTICLE, THE EFFORT WAS MADE TO BRIEFLY ADDRESS THE APPLICATION OF THE ABOVE MENTIONED INSTRUMENT IN THE GEOTECHNICAL OFFSHORE MODELING IN ORDER TO REACH THE RESULTS PROJECTED BY THE THEORETICAL SECTION.

THE MOST IMPORTANT SEAPORTS OF IRAN ARE ON THE COASTS OF THE PERSIAN GULF. BECAUSE OF UNFAVORABLE CONDITIONS OF THIS AREA, THE EXTENT OF CONCRETE CONSTRUCTION EROSION AND THEIR RESTORATION ARE WORTHY OF ATTENTION, AND A PLENARY SURVEY IN THIS FIELD IN RELATION TO RESTORATION MATERIALS WAS DONE BY THE AUTHORS. IN THIS RESPECT, IN RELATION TO THE CHARACTERISTICS OF THE RESTORATION MATERIALS, SPECIAL ATTENTION WAS PAID TO THE LOCAL POZZOLANS, CONSIDERING THE EROSION OF STEEL. MATERIAL TESTS CONDUCTED IN THIS RESEARCH WERE: PRESSURE STRENGTH, FLEXURAL STRENGTH, SHEAR STRENGTH, AND DIAGONAL SHEAR STRENGTH OF SAMPLES CONSTRUCTED WITH THE RESTORATION MATERIALS, SHRINKAGE AND EXPANSION, SCALE OF CHLORINE PENETRATION IN THE REINFORCED CONCRETE, PERMEABILITY OF THE CONSTRUCTED SAMPLES WITH THE RESTORATION MATERIALS (UNDER WATER PRESSURE), ABSORPTION OF THE CONSTRUCTED SAMPLES WITH THE RESTORATION MATERIALS, STEEL PULLING OUT FOR DETERMINATION OF THE STEEL AFFINITY WITH THE RESTORATION MATERIALS AND THE TENACITY OF THE OLD AND THE NEW CONCRETE.

COASTS AND PORTS CAN BE USED AS COMPONENTS AND PLACES THAT CREATE A LINK BETWEEN THE SEA AND LAND (THOUGH IT IS MAINLY FOR COASTAL REGIONS), AND THESE TWO CAN BE EMPLOYED FOR THE RESOURCES, CAPACITIES AND OPPORTUNITIES BROUGHT ABOUT BY THE RICH ENERGY GENERATION CHANGES AND PHENOMENA. NOW THAT THE WORLD IS MOVING TOWARD MEETING THE INCREASING ENERGY NEEDS, AND ITS GLOBAL CONSUMPTION AS A DETERMINING FACTOR FOR MANAGEMENT, DEVELOPMENT AND CONSEQUENT EVOLUTION OF THE COMMUNITIES TOWARD AN ACCEPTABLE FLUX, ONE OF THE SOLUTIONS IS THE COMBINATIONAL UTILIZATION OF ENERGY FOR OPTIMUM USAGE. THIS SOLUTION CAN BE USED AS AN ENERGY SUPPLIER FOR THE COASTS, PORTS, AND MARINE COMPANIES AND EVEN VESSELS. IN THIS ARTICLE, AFTER A PREFACE, THE CURRENT ENERGY UTILIZATION STRUCTURE IN COASTS, PORTS AND MARINE COMPANIES IS REVIEWED, AND THEN A PLAN IS PROPOSED. AFTER THAT, BY INDICATING THE STATUS OF THE ABOVE ENTITIES INSIDE THE COUNTRY, A PLAN IS SUGGESTED FOR THEIR ENERGY GENERATION AND UTILIZATION, ENTITLED “USING FUEL CELLS IN A COMBINED ENERGY UTILIZATION COMPLEX”. THE CONCLUSION AND THE NECESSARY SUGGESTIONS ARE PRESENTED AT THE END.

A CRACKED ENVIRONMENT IS A COMBINATION OF CRACK NETWORKS AND COHERENT STONE SEGMENTS, AND THE NETWORK HAS A DEEP IMPACT ON THE ENVIRONMENT BEHAVIOR AND ITS CHARACTERISTICS, WHICH IS DETERMINED BY THE CHARACTERISTICS OF ONE OR MORE CRACKS.THE MOST SIGNIFICANT CHARACTERISTIC OF THIS NETWORK IS THAT FROM THE NUMBER OF CRACK SETS, THEIR DIRECTION, THEIR DISTANCE FROM EACH OTHER AND THE NUMBER OF CRACKS PER VOLUME UNIT (CRACK DENSITY), EACH CRACK SET IS INTRODUCED WITH A SINGLE CRACK.IMPORTANT FEATURES OF THIS CRACK ARE: LENGTH, WIDTH OR DEHISCENCE, SHAPE, ROUGHNESS, CONGESTION AND ESPECIALLY THE INTRODUCING PARAMETERS OF THE CRACK RESPONSE TO THE MECHANICAL OR HYDRO-MECHANICAL LOADINGS. THIS ARTICLE IS ABOUT THE HYDROMECHANICAL BEHAVIOR OF THIS SINGLE CRACK. CRACK BEHAVIOR UNDER SHEAR OR VERTICAL LOADS HAS BEEN VASTLY STUDIED IN RECENT YEARS AND STILL IS. HOWEVER, IT HAS BEEN LESS STUDIED IN CONDITIONS WITH INTRA-CRACK PRESSURES ALONG THE ENVIRONMENTAL LOADS, AND WHERE NECESSARY, THE THEORETICAL SOIL OR POROUS ENVIRONMENTS MECHANICS WERE USED. PRIMARILY, THE CRACK RESPONSE WAS EXPERIMENTALLY OBTAINED ONLY FOR VERTICAL LOADS (ZERO SHEAR LOAD) AND WITH GENUINE INFORMATION PROPORTIONATE TO CRACK BEHAVIOR, AN ADEQUATE MATHEMATICAL MODEL WERE INVESTIGATED. STONE CRACKS IN GRANITE, MARBLE AND SCHIST ENVIRONMENTS WERE STUDIED, AND THE RESULTS FOR MARBLE CRACKS ARE PRESENTED IN THIS ARTICLE.

ESTIMATING THE COASTAL SEDIMENT TRANSFER RATE WAS ALWAYS ONE OF THE MOST IMPORTANT AND COMPLICATED PHASES OF DESIGNING MARITIME STRUCTURES, ESPECIALLY THOSE CONNECTED TO SHORE. ONE OF THE EQUATIONS OBTAINED FOR THIS PURPOSE IS THE ONE PROPOSED BY THE COAST ENERGY RESEARCH CENTER (CERC), OF US ARMY. ALTHOUGH THIS EQUATION IS BEING VASTLY USED BY CONSULTANT ENGINEERS IN OUR COUNTRY, THERE WERE NO COMPREHENSIVE INVESTIGATIONS ON THE VALIDITY OF ITS RESULTS IN IRANIAN COASTS. IN THIS RESEARCH, SURVEYING SEDIMENTATION STATUS UPSTREAM THE CONSTRUCTED BREAKWATERS OF THE BUSHEHR PROVINCE COASTS HELPS ESTIMATE AND COMPARE THE COASTAL SEDIMENT TRANSFER RATE TO THE VALUES OF THE CERC EQUATION. BY IMPLEMENTING THE SEDIMENT DISTRIBUTION PROFILES AT THE WIDTH OF THE BREAKING ZONE, THE SEDIMENTATION OUTPUT OF THE BREAKWATERS WAS ACHIEVED AND THEN BY USING THE COASTLINE SHAPE SHIFTING EQUATIONS UNDER THE INFLUENCE OF A BARRIER, THE THEORETICAL COASTLINE EQUATION WAS OBTAINED AND COMPARED TO THE REALITY. THIS PROCEDURE WAS REPEATED UNTIL THESE TWO COASTLINES OVERLAPPED AND THUS, THE COASTAL SEDIMENT TRANSFER RATE WAS ESTIMATED. ONE OF THE MOST IMPORTANT RESULTS OF THIS INVESTIGATION WAS THE EFFICIENCY INDICATION OF THE CERC EQUATION IN CALCULATING THE COASTAL SEDIMENT TRANSPORTATION RATE OF THE BUSHEHR PROVINCE, AND ALSO THE TIME INDICATION OF THE WIND CONTINUITY AT THE COASTS OF THIS STATE.

THE PREDICTION OF THE CHANGE REGIME IN THE SEDIMENTATION MOVEMENTS IN COASTAL AREAS AND CONSEQUENTLY, THE LONG-TERM COAST SHAPE CHANGES CAUSED BY HUMAN ACTIVITIES, INCLUDING BUILDING VARIOUS STRUCTURES AND COAST MATERIAL REMOVAL OR ACCUMULATION IS A SIGNIFICANT ISSUE IN DESIGNING PROJECTS IN COASTAL AREAS. IN CASES WHERE THE CAUSE OF UNWANTED EROSION OR SEDIMENTATION CANNOT BE ELIMINATED, OR IN ORDER TO PRESERVE THE ARTIFICIAL COAST, IT IS OFTEN NECESSARY TO BUILD SOME COASTAL STRUCTURES. IN DESIGNING STRUCTURES TO PREVENT UNFAVORABLE COASTAL CHANGES AND TO FIND THE EFFICIENT SIZE AND LOCATION OF THE STRUCTURES, IT IS CRUCIAL TO IMPLEMENT A MODEL TO SIMULATE THE PROCESS. THE COST, TIME AND EQUIPMENT REQUIRED FOR BUILDING PHYSICAL MODELS, AND COMPUTER TECHNOLOGY ADVANCES IN RECENT YEARS HAVE MADE MATHEMATICAL MODELING A POWERFUL INSTRUMENT IN THIS FIELD. IN THIS ARTICLE, WHILE BRIEFLY REVIEWING THE SEDIMENT TRANSFER AND ITS EFFECTIVE FACTORS, A MATHEMATICAL MODEL (ACCORDING TO THE SINGLE-LINE THEORY) IS PRESENTED IN ORDER TO SIMULATE THE LONG-TERM CHANGES OF THE COASTLINE NEAR THE COASTAL STRUCTURES. AFTER DESCRIBING THE THEORETICAL PRINCIPLES AND THE RELEVANT EQUATIONS, THE LIMITED DIVERSITY METHOD AND NUMERICAL SOLUTION ALGORITHM FOR THE EQUATIONS ARE PRESENTED. IN THE END, WHILE THE RESULTS OF THE IMPLEMENTATION OF THIS MODEL FOR SOME STRUCTURES ARE PRESENTED, SOME OF THE FACTORS AFFECTING THE MODEL AND THE IMPORTANT FACTORS OF DESIGNING THESE STRUCTURES ARE DESCRIBED.

BY INSPECTING THE OFFSHORE STATIONS OF ONE OF THE BIGGEST OIL FIELDS IN PERSIAN GULF THAT HAS BEEN DAMAGED BY MISSILE ATTACKS DURING THE IMPOSED WAR, IT BECOMES CLEAR THAT THE ASSESSMENT OF THE DAMAGE CAN BE SEEN FROM THESE TWO PERSPECTIVES: 1) DEMOLITION CAUSED BY MISSILE ATTACKS, AND B) DEMOLITION AND CORROSION CAUSED BY ENVIRONMENTAL FACTORS. AT THE END OF THE INSPECTION OPERATIONS, AFTER SUMMARIZING THE RESULTS OF VISUAL INSPECTIONS AND NON-DESTRUCTIVE EXPERIMENTS (MAGNETIC PARTICLES, PENETRANT LIQUID, ULTRA-SONIC AND SOLIDITY MEASUREMENT), IT BECAME EVIDENT THAT THE DAMAGE CAUSED BY THE LACK OF INTEGRAL MAINTENANCE WAS FAR MORE EXTENSIVE THAN THOSE CAUSED BY THE EXPLOSIONS OF THE MISSILE ATTACKS IN THE EXPLOSION CENTER REGIONS. IN THIS ARTICLE, THE ATTEMPT WAS ON SUMMARIZING AND COMPARING THE RESULTS OF THE INSPECTIONS, SO THAT THE ROLE OF THE DIFFERENT ADVANCED INSPECTION TECHNIQUES CAN BECOME CLEARER IN ORDER TO ESTABLISH THE PRECAUTIONARY MAINTENANCE AND RENOVATION SYSTEMS AND THE EXISTING ACCEPTED TECHNIQUES BE PRESENTED FOR MARINE CONSTRUCTIONS. FINALLY, THE POLICIES AND CURRENT TRANSFORMED THEORIES OF INSPECTION ARE POINTED OUT, AND THE NEED FOR ESTABLISHING APPROPRIATE QUALITY ASSURANCE SYSTEMS IS ELABORATED ON.

THE IMPLEMENTATION OF MANY CIVIL ENGINEERING PROJECTS DURING THE FAST FINANCIAL DEVELOPMENT PERIOD OF INDUSTRIAL COUNTRIES LIKE JAPAN HAS CAUSED THE DESTRUCTION OF A CONSIDERABLE PART OF THEIR COASTS. FOR INSTANCE, ONLY IN A FIFTEEN-YEAR PERIOD BETWEEN 1978 AND 1992, A 2, 395-HECTARE AREA OF JAPANESE SANDY COASTS HAS BEEN DESTRUCTION. IF WE ADD THE GRAVELLY COASTS TO THIS NUMBER DURING THE SAME PERIOD, AN STRIP OF 2.5 METERS HAS BEEN REDUCED FROM THESE COASTS. IN OTHER WORDS, THE SANDY AND GRAVELLY COASTS OF JAPAN RECEDE BY AN AVERAGE OF ONE METER EVERY SIX YEARS.NOW, THE FINANCIAL GROWTH PERIOD HAS PASSED AND THERE IS A RELATIVE RELIEF IN THESE COUNTRIES, AND THE IMPORTANCE AND NECESSITY OF THE SANDY COASTS IS NOW CLEAR, UNFORTUNATELY AFTER THE DESTRUCTION, WITH THE ISSUE OF RESTORING AND STABILIZING THEM IS NOW THE GROWING CONCERN. IN GENERAL, THE SEDIMENT MOVEMENT IN THE NEAR-COASTAL WATERS OCCURS UNDER THE IMPACT OF WAVES AND THE CURRENTS OF THE AREA. IN THIS ARTICLE, AFTER REVIEWING THE ABOVE FACTORS, A BRIEF DISCUSSION FOLLOWS ABOUT HOW THE SEDIMENT (MAINLY PEBBLES) MOVES IN THAT AREA AND WHAT IMPACTS IT HAS ON THE SHAPE OF SEABED AND COASTLINE. AFTERWARDS, THE CAUSES OF EROSION, SANDY COASTS RECESSION AND ITS CONSEQUENCES ARE DISCUSSED, AND SANDY COAST EROSION PREVENTION TECHNIQUES, THEIR ADVANTAGES AND DISADVANTAGES ARE POINTED OUT AT THE END.

THE TIDAL CURRENTS OF THE PERSIAN GULF WATERS BETWEEN QESHM ISLAND AND THE SOUTHERN COAST OF IRAN HAVE BEEN NUMERICALLY STIMULATED. BY IMPLEMENTING THE MATHEMATICAL MODEL, THE PREDICTION OF THE CURRENTS FACTORS IN THE MENTIONED AREA IS RESULTED IN USEFUL INFORMATION FOR THE FOLLOWING INVESTIGATION FIELDS OF ECOSYSTEM, SEDIMENTATION AND NAVIGATION. THE COMPUTATIONAL FIELD HAS TWO PATULOUS ENDS AT ITS EASTERN AND WESTERN SIDES, WHICH THE BORDER CONDITIONS OF THE TIDE’S HEIGHT IS APPLIED IN THESE AREAS. THE SPEED PROFILES CAUSED BY THE TIDES INDICATE A SPECIAL BEHAVIOR OF THE STREAMS, WHICH IS CAUSED BY THE EXISTING TOPOGRAPHY IN THE AREA.THE MINOR DIFFERENTIAL EQUATIONS THAT PREDOMINATE THE WAVE TRANSFER PHENOMENON HAS BEEN REWRITTEN, USING THE LIMITED-VOLUMES TECHNIQUE AND HAS LATER BEEN SOLVED IMPLICITLY. THESE EQUATIONS INCLUDE THE EQUATIONS RELATED TO COHESION AND MOMENTUM, WHICH HAVE BEEN REVISED AND WRITTEN FOR CURRENTS WITH FREE SURFACES.THIS ARTICLE CONTAINS THE SPEED PROFILES FOR VARIOUS TIDE LEVELS. THE OBTAINED RESULTS OF CONSIDERING ONE BORDER CONDITION AT THE EAST AND TWO BORDER CONDITIONS AT THE WEST OF THE COMPUTATIONAL FIELD ARE PRESENTED AND DISCUSSED.

ONE OF THE PROBLEMS OF LARGE AND SMALL BERTHS OF THE COUNTRY IS THE SEDIMENTATION ISSUE IN THE ACCESS CHANNELS, BASINS AND SEABED AFTER THE BERTH IS BUILT, AND DREDGING THE PILED SEDIMENT TO PROVIDE THE NECESSARY DEPTH FOR SHIPS AND COSTLY IMPLEMENTATION OF BERTHS. CONSIDERING THE LACK OF SUFFICIENT ENGINEERING KNOWLEDGE INSIDE THE COUNTRY AND THE SEDIMENTATION SCIENCE BEING RATHER YOUNG, THE BERTH DESIGNING PROCEDURE DID NOT GROW AS EXPECTED. UNDERSTANDING THE SEDIMENT, ITS MECHANISM AND WAYS OF CONFRONTING IT IS A SIGNIFICANT ISSUE DURING BERTH DESIGN AND LOCATION. THE PORTS AND MARITIME ORGANIZATION APPLIED A PROJECT CALLED “SEDIMENTATION REGIME ON IRANIAN COASTS”, IN ORDER TO SYSTEMATICALLY CONFRONT THIS ISSUE, THROUGH CONSULTATIVE COOPERATION WITH THE HYDRAULICS RESEARCH CENTER OF DELFT, NETHERLANDS AND IRANIAN SPECIALISTS. THIS IS A BRIEF REPORT ON THE MASTER’S DISSERTATION ENTITLED “MORPHOLOGICAL ASPECTS OF BUSHEHR BERTHS”, CONDUCTED UNDER THE SUPERVISION OF PROFESSOR DR. L.C VAN RIJN AND PROFESSOR DR.J.W.BIJKER AT NETHERLANDS. THE TOPICS MENTIONED INCLUDE FEATURES AND THE ISSUES OF BUSHEHR BERTH, WAVE PARAMETERS IN DEEP WATERS, WAVE TRANSFER FROM DEEP WATERS TO NEAR-SHORE WATERS, CURRENT PARAMETERS IN DEEP WATERS AND NEAR BERTHS, SEDIMENTATION OF THE ACCESS CHANNEL IN THE EXISTING CONDITIONS AND AFTER DREDGING, IMPACT OF DAM CONSTRUCTION NEAR THE ACCESS CHANNEL ON THE SEDIMENTATION AMOUNT, AND CONCLUSION AND RECOMMENDATIONS.

IN GENERAL, DIFFERENT COAST PRESERVING CONSTRUCTIONS ARE CATEGORIZED BASED ON A DIMENSIONLESS PARAMETER KNOWN AS THE STRENGTH NUMBER. BASED ON THIS NUMBER, THE GRIT BREAKWATERS ARE DIVIDED INTO TWO CATEGORIES OF TRADITIONAL AND RESHAPING. WHEN THE WAVES HIT THE GRIT CONSTRUCTIONS, AN INTRICATE STREAM PATTERN WILL BE ORIGINATED, WHICH IS NOT STEADY OR UNIFORM. IT IS GENERALLY FAVORABLE TO BUILD THE BREAKWATERS IN SUCH A WAY TO BE COMPATIBLE WITH THE STREAM FIELD. IN OTHER WORDS, THE GRADING AND THE WEIGHT OF THE ARMOR STONES SHOULD BE IN SUCH A WAY TO LEAD INTO THE REALIGNMENT OF THE CONSTRUCTION PROFILES AND MINIMIZE THE INCURRED HYDRODYNAMIC LOADS. BREAKWATERS KNOWN AS “MASS ARMORED BREAKWATERS” ARE RESHAPING BREAKWATERS, WITH A CONSERVATION LAYER MADE FROM A VAST SIZE RANGE OF STONE. THIS CONSTRUCTION RESHAPES WHEN HIT BY WAVES, IN A WAY THAT ITS PROFILE STABILIZES AFTER A STORM. IN THIS ARTICLE, THE RESULTS OF THE LAB EXPERIMENTS DONE IN THE JAHAD’S SOIL CONSERVATION AND WATERSHED MANAGEMENT RESEARCH INSTITUTE ON THE AFORESAID BREAKWATER ARE PRESENTED. BY USING THESE RESULTS, THE ROLES OF THE PARAMETERS SUCH AS WAVE HEIGHT AND PERIOD, AND STORM LENGTH ON THE FINAL CONSTRUCTION PROFILE ARE DEPICTED. IN ADDITION, THERE IS A COMPARISON BETWEEN THE PRODUCED RESULTS AND THE OUTCOMES OF THE BREAKWAT PROGRAM.

THE CONCRETE CONSTRUCTION DEVASTATIONS, ESPECIALLY IN COASTS AND PORTS OF THE SOUTH OF IRAN, HAVE CAUSED AN IRREPARABLE SCATHE. THE RENOVATION OF SUCH CONSTRUCTIONS IS TOO EXPENSIVE, AND IF NOT FIXED BY APPROPRIATE MATERIALS AND PROPER TECHNIQUES, THE PROBLEM WILL REAPPEAR AFTER A SHORT PERIOD OF TIME. IN THE RECENT RESEARCH AND EXPERIMENTS, THE RENOVATION MATERIALS HAVE BEEN INVESTIGATED BY USING SUPERPLASTICIZER ADDITIVES AND NATURAL AND ARTIFICIAL POZZOLANS. THE MECHANICAL PROPERTIES OF THESE MIXTURES HAVE BEEN MEASURED, AND THE EXTENT OF THEIR CONTRACTION WAS DETERMINED. THE OLD AND NEW CONCRETE COHESION WERE MODIFIED USING THE COMMON TECHNIQUES, AND THEY WERE COMPARED WITHOUT USING THE MENTIONED MATERIALS IN THE NEW CONCRETE. THE RESULTS OF THE MENTIONED INVESTIGATIONS INDICATE THAT THE ORDINARY CONCRETE CANNOT PROVIDE THE FAVORABLE PROPERTIES OF THE RENOVATION CONCRETE SUCH AS STRENGTH, CONTRACTION AND COHESION.USING THE SUPERPLASTICIZER AND POZZOLANIC MATERIALS IMPROVES OLD AND NEW CONCRETE IN STRENGTH, CONTRACTION AND COHESION AS WELL, AND THE RESISTANCE OF THE MENTIONED RENOVATION CONCRETES IN HIGH EROSIVE ENVIRONMENTS, NEAR-COASTAL AND MARINE CONSTRUCTIONS IS MUCH HIGHER THAN THE ORDINARY CONCRETE.

THE PURPOSE OF THIS ARTICLE IS TO PROPOSE A THEORETICAL AND PRACTICAL METHOD AND THE PRINCIPLES OF A MEASURING METHOD, AND FINALLY THE CALIBRATION OF LARGE INDUSTRIAL STRUCTURES THAT CANNOT BE MEASURED WITH ORDINARY MEASURING DEVICES AND HAVE A VAST APPLICATION RANGE IN ASSEMBLING, CONSTRUCTING, GENERATING AND DESIGNING AND IN GENERAL IN MECHANIC ENGINEERING. THE FOUNDATION OF THIS METHOD IS MEASURING THE HORIZONTAL AND VERTICAL ANGLES OF TWO POINTS IN SPACE CORRESPONDING TO AT LEAST TWO SEPARATE BUT RECOGNIZED BY EACH OTHER CAMERA DEVICES, AND WITH THE AID OF A LENGTH CRITERIA. THE ENGINEERS CAN IMPLEMENT THIS METHOD IN THEIR WORKING AND TESTING WORKSHOPS WITH RELATIVE EASE. THE SIGNIFICANCE OF THIS METHOD IS THAT IT DOES NOT NEED A PARTICULAR AND CONSERVED ENVIRONMENT, AND IT DOES NOT HAVE THE COMMON LIMITATIONS OF ORDINARY MEASUREMENT DEVICES, AS WELL AS TRANSPORTATION DIFFICULTIES.

PROPER DESIGNING OF EVERY STRUCTURE NEEDS ACCURATE AND PRECISE KNOWLEDGE OF THE BEHAVIOR, STRENGTH AND FEATURES OF THE SOIL UNDERNEATH THE FOUNDATION OF ENFORCED LOADS. THE LOADS OF SEA WAVES ON MARITIME STRUCTURES IN NORMAL AND STORMY CONDITIONS HAVE VARIABLE INTENSITY, AMPLITUDE AND FREQUENCY, AND THE BEHAVIOR OF THE SOIL UNDERNEATH SUCH LOADS CONSEQUENTLY DIFFERS FROM ITS BEHAVIOR UNDER THE STATIC CHARGES. IN ORDER TO INVESTIGATE THE BEHAVIOR OF THE SOIL IN DESIGNING THE BASE FOR MARITIME STRUCTURES, IT IS NECESSARY TO DETERMINE THE DYNAMIC PARAMETERS OF THE SOIL BY LABORATORY AND FIELD TESTING. CYCLIC TRIAXIAL AND SIMPLE CYCLIC SHEAR TESTING METHODS ARE AMONG THE MOST SIGNIFICANT DYNAMIC SOIL TESTS. BY INVESTIGATING THE ADVANTAGES AND DISADVANTAGES OF EACH METHOD, THE CONSTRUCTED AUTOMATIC TEST SYSTEMS OF CYCLIC TRIAXIAL AND SIMPLE CYCLIC SHEAR TESTS ARE DESCRIBED IN THE ROADS AND CONSTRUCTION SCHOOL OF SHIRAZ UNIVERSITY, AND SOME OF THE RESULTS OF THE IMPLEMENTED TEST ON SHIRAZ LAYERED CLAY SOIL ARE PRESENTED. THESE RESULTS INDICATE THAT THE STRENGTH PARAMETERS OF THE SOIL UNDER TRIAXIAL AND SIMPLESHEAR LOADING CIRCUMSTANCES ARE DEPENDENT ON THE AMPLITUDE, FREQUENCY AND THE REPETITION OF LOADING. THE APPLICATION OF THESE RESULTS IN DESIGNING THE BASE OF THE MARITIME BALLAST PLATFORMS IS EXPLAINED AT THE END.

AT THE TIME BEING, THE CONSTRUCTION ACTIVITIES SUCH AS BUILDING BERTHS AND PLATFORMS AND SO ON IN COASTAL AND OCEANIC AREAS HAVE OUTSTANDINGLY INCREASED BECAUSE OF THE DEVELOPMENT AND THE GROWING IMPORTANCE OF OIL ACTIVITIES, MARINE TRANSPORTATIONS AND ALSO ADVERTING TO MINERAL EXTRACTIONS OF SEABED. HOWEVER, IN THE PAST, MARITIME MORTARS WERE USED IN BUILDING MARITIME CONSTRUCTIONS, BUT NOWADAYS, THE MAJOR PART OF THESE CONSTRUCTIONS ARE BUILT WITH CONCRETE. OF COURSE, CONCRETE WITH GOOD QUALITY FUNCTIONS WELL IN MARITIME CONDITIONS. BUT RESEARCHERS ARE STILL TRYING TO FIND NEW SOLUTIONS FOR INCREASING THE SAFETY AND THE LIFESPAN OF THESE CONSTRUCTIONS.

IN THIS PAPER, THE GENERAL PROCESS AND PRINCIPLES OF THE DESIGNING MINERAL LOADING AND DISCHARGE BERTHS ARE REVIEWED. BERTHS IN GENERAL ARE DIVIDED INTO TWO CATEGORIES OF “OFF THE COAST” AND “BY THE COAST”, WHICH IS ALSO KNOWN AS BEACH WALL. THE TWO BERTHS REVIEWED BRIEFLY IN THIS PAPER ARE OWNED BY THE STEEL NATIONAL CORPORATION, ONE OF WHICH IS LOCATED IN BANDAR ABBAS AND THE OTHER ONE IN IMAM KHOMEINI PORT IN THE PERSIAN GULF. BANDAR ABBAS’ BERTH IS AN OFF THE COAST TYPE, WHICH HAS THE CAPACITY OF 100, 000 TONS DWT SHIPS AND THE OTHER IS A BULWARK ONE WITH THE CAPACITY OF 60, 000 TON DWG SHIPS. THE BERTH IN BANDAR ABBAS WAS BUILT AT THE BEGINNING OF THE YEAR 1995, AND OTHER ONE IS STILL UNDER CONSTRUCTION.

AS GATEWAYS INTO COUNTRIES AND TERRITORIES, PORTS PLAY A UNIQUELY SIGNIFICANT ROLE IN THE DEVELOPMENT AND FLOURISH OF THE ECONOMY OF ANY COMMUNITY. DEPENDING ON THE TYPE OF CARGOS THAT ARE IMPORTED OR EXPORTED, LOADED, DISCHARGED OR EVEN HANDLED, ONE WITNESSES A HUGE AND VAST VARIETY OF STRUCTURES, EACH OF WHICH REQUIRE A SMALL PROJECT FOR BEING PROPERLY OPERATED AND MAINTAINED (THAT IS THE REASON WHY A NUMBER OF COMPANIES NEED TO FORM A CONCESSION IN ORDER TO BUILD A PORT COMPLEX).SINCE THE EXISTING PORTS PROVIDE THE SUFFICIENT CAPACITY FOR THE IMPORTED AND EXPORTED COMMODITIES, NEW COMMERCIAL PORTS ARE NOT ESTABLISHED FREQUENTLY, AND THE INTERESTED ENTITIES RATHER FOCUS THEIR EFFORTS ON EXPANDING AND UPGRADING THE EXISTING PORTS THAT POSSESS THE POTENTIALS AND PROSPECTS FOR SUCH PROJECTS. THE MAJOR ISSUES THAT CONCERN THE COMPANIES INVOLVED IN THE ABOVE ENDEAVORS WOULD BE: WHAT IS MEANT BY REPAIR AND MAINTENANCE? WHY ARE THEY IMPORTANT? WHAT OBJECTIVES DO THEY ATTEMPT TO ACHIEVE? AND WHAT WOULD BE THE FINANCIAL CONSEQUENCES FOR STRATEGIC AND CAPITAL FACILITIES IF AN EFFICIENT SYSTEM FOR THEIR REGULAR REPAIR AND MAINTENANCE IS NOT IMPLEMENTED BY THE OPERATING BODY? THIS ARTICLE ATTEMPTS TO ANSWER THE ABOVE QUESTIONS AND PROPOSE SOME EFFECTIVE APPROACHES.

SHAHID SALIMI THERMAL POWER PLANT OF NEKA, MAZANDARAN AND ON THE COASTS OF THE CASPIAN SEA, IS ONE OF THE IMPORTANT POWER PLANTS OF IRAN, CONSTRUCTED IN 1977 IN THE LONGITUDE OF 53 54 DEGREES AND THE LATITUDE OF 36 37 DEGREES. WITH ITS GENERATION CAPACITY OF 4×440 MEGAWATT, THIS IS A THERMAL POWER PLANT THAT USES THE SEAWATER FOR ITS COOLING SYSTEM, WHICH ALSO POSES ITS MAIN PROBLEM IN STORM AND THE CONSEQUENT OSCILLATION OF THE SEAWATER. THE POND’S DISABILITY IN CREATING A FAVORABLE STABILITY (DUE TO ITS UNSUITABLE PLACEMENT PLAN) CAUSES THE HOVERING OF THE SEDIMENT MATERIALS IN PONDS AND INPUT WATER BEING POLLUTED WITH HIGH LEVELS OF GARBAGE AND UNFAVORABLE PERFORMANCE OF THE FILTRATION SYSTEMS. THIS HAS CREATED SOME INTERFERENCE IN THE DEHYDRATION PROCESS AND A STRAIN OF AS MUCH AS THREE UNITS OF THE POWER PLANT. IN ORDER TO FIX THIS ISSUE, NEW GARBAGE COLLECTION SYSTEMS WERE INSTALLED, AND THE FILTRATION SYSTEM WAS UPGRADED IN PREVIOUS YEARS, WITH RELATIVELY LOW RESULTS. HOWEVER, ABSOLUTE IMPROVEMENT OF THE DEHYDRATION SYSTEM NEEDS THE PREVENTION OF GARBAGE FROM ENTERING THE PONDS ESTUARY SO THAT THE 57 M3/S DISCHARGE OF THE NECESSARY WATER OF THE POWER PLANTS IN THE PRESENT CONDITION AND THE 90 M3/S WATER DISCHARGE IN FUTURE WILL BE FAVORABLY PROVIDED (IF THE DEVELOPMENT PROJECT BECOMES OPERATIONAL).

URMIA LAKE IS AN ENCLOSED BODY OF WATER LOCATED IN NORTH WEST OF THE IRAN, BETWEEN THE EASTERN AZERBAIJAN AND WESTERN AZERBAIJAN PROVINCES. WITH ITS SALTY WATER, HIGH CORROSIVE NATURE AND HIGH WATER SURFACE FLUCTUATIONS, THIS LAKE HAS MANY UNFAVORABLE IMPACTS ON BERTHS, BEACHES, ROADS, COASTS AND PORTS, AS WELL AS SURFACE AND UNDERGROUND WATERS OF THE AREA. THE WATER LEVEL OF THIS LAKE DURING THE WATER RISE TOWARD THE COAST NOT ONLY DEMOLISHES THE BEACHES AND ROADS, AND TURNS THE FARMS FIELDS AND ARBORETUMS INTO SALT MARSH, BUT THE GROUNDWATER SUPPLY OF THIS AREA HAS ALSO BECOME PRACTICALLY USELESS BY THE SALTY WATER ONRUSH. MOREOVER, LAKE WATER RISING TO THE UPPER LEVEL RIVERS MAKES THEIR WATER SALTY AND CAUSES DIFFICULTIES IN USING THESE WATER SUPPLIES. THUS, THE LOCATION AND THE ECOLOGICAL SIGNIFICANCE OF THIS LAKE NECESSITATES THAT ITS BEHAVIOR UNDERGO HYDROLOGICAL AND HYDRODYNAMIC STUDIES IN DETAIL, AND THE NECESSARY MEASURES BE TAKEN FOR THE PROTECTION OF THE COASTS, PORT CONSTRUCTIONS, SHAHID KALANTARI ROAD AND PREVENTING THE GROUNDWATER SUPPLIES FROM BECOMING SALTY. IN THIS ARTICLE, THE MENTIONED PURPOSE IS PURSUED, AND, IN ADDITION TO SURVEYING THE WATER BALANCE OF THE LAKE, THE HYDRODYNAMIC BEHAVIOR AND ITS IMPACTS ON THE NEARBY COASTS ARE STUDIED, AND THE CORRECTIVE METHODS ARE PROPOSED.

THE FORMED STEEL, ALSO KNOWN AS PROP SHEET, IS ONE OF THE MOST USABLE CONSTRUCTIONAL PROFILES IN THE CIVIL ENGINEERING – THE ROADS AND TRANSPORTATION FIELD USES IT IN BUILDING BERTHS, BRIDGE TRUSSES, DOLPHINS AND SO ON, WHICH IN THIS ARTICLE, ITS CONSERVATION AND ITS REPAIR METHODS ARE BEING REVIEWED. IN THIS STUDY, THE PUMMELED PROP SHEETS AT THE NOSHAHR PORT WERE DIVIDED INTO 6 AREAS ACCORDING TO THE AMOUNT OF EROSION FROM THE LEAST ERODED TO THE MOST, AND THEN SOME INVESTIGATIONS WERE DONE ON THE MENTIONED AREAS USING THE SCUBA DIVING TECHNIQUE.AFTER THAT SOME TECHNIQUES WERE PROPOSED IN ORDER TO CONSERVE AND REPAIR THE PROP SHEETS AND SUPPORT THEM AGAINST THE EROSION INFLUXES. IN THE END, SOME RECOMMENDATIONS ARE PROPOSED FOR THE CONSERVATION AND REPARATION MANAGEMENT INCLUDING HOW TO INSPECT THEM, HOW TO ORGANIZE THE REPARATION PERSONNEL AND HOW TO CONDUCT THE PROCEDURE.

THE T AND K-TYPE PIPE CONNECTORS ARE BEING VASTLY USED IN PLATE AND SPACE FRAME TRUSS, ENERGY TRANSPORTATION TOWERS, METAL SOURCES AND MARITIME PLATFORMS, IN THIS ARTICLE, BY USING THE LIMITED PARTS METHOD, THE PARAMETRIC ANALYSIS OF T AND K-TYPE CONNECTORS WITH SQUARE SECTIONS UNDER AXIAL AND FLEXURAL CHARGES WITHIN THE PLATES WERE CONSIDERED. THE LIMITED SOLID PARTS WERE USED FOR MODELING THE WELDS, AND THE LIMITED SHELL PARTS WERE USED FOR MODELING THE OTHER CONNECTOR AREAS. IN A PARAMETRIC SURVEY, 17 CASES OF THE T-TYPE AND 24 CASES OF THE K-TYPE CONNECTORS WERE METICULOUSLY STUDIED. THE RESULTS OF THESE ANALYSES WERE THE ACHIEVEMENT OF 19 MATHEMATICAL FORMULAE, WHICH INDICATES THE SHOCK CENTRALIZATION RATIO REGARDING THE CONNECTOR’S GEOMETRICAL PARAMETERS. THE ACCURACY OF THESE EQUATIONS WAS SURVEYED, USING STATISTICS SOFTWARE, AND SOME PRECISE RESULTS WERE OBTAINED. IN ORDER TO LOWER THE SHOCKS’ CENTRALIZATION AND TO IMPROVE THE BEHAVIOR OF THE T-TYPE CONNECTORS, THEY WERE REINFORCED WITH REINFORCING CONCRETE OR PLATES AND THE EFFECTS OF THE MENTIONED REINFORCEMENTS ON THE SHOCK CENTRALIZATION RATIO WERE STUDIED. THE RATIONALE OF DESIGNING THE LIMIT CONDITION WAS DESCRIBED BASED ON THE CIDECT AND AWS REGULATIONS, AND AT THE SAME TIME THE EFFECTS OF CHANGING THE ANGLE INHIBITORY PART OF THE Y-TYPE CONNECTOR AND THE GAP BETWEEN TWO SUBSIDIARY PART OF THE K-TYPE CONNECTOR ON THE FINAL STRENGTH OF THE MENTIONED CONNECTORS WERE DISCUSSED THROUGH THE PROKON SOFTWARE. THE COMPLETELY 3D NON-LINEAR ELASTOPLASTIC ANALYSIS OF THE T-TYPE CONNECTORS WAS PERFORMED IN ORDER TO PREDICT ITS FINAL STRENGTH. THE THICKNESS EFFECT OF THE CHORD PART ON THE FINAL STRENGTH OF THE T-TYPE CONNECTORS WAS STUDIED UNDER THE AXIAL CHARGING PRESSURE AND IN THIS REGARD, A MATHEMATICAL EQUATION WAS OBTAINED. THE MENTIONED MATHEMATICAL EQUATION WAS COMPARED TO THE DATA OF THE VALID GLOBAL REGULATIONS AND A FAVORABLE CONFORMITY WAS ACHIEVED. THE LUSAS SOFTWARE WAS USED IN THE NON-LINEAR AND THE ELASTIC BUCKLING ANALYSIS OF THE T-TYPE CONNECTORS. A FIXED OFFSHORE PLATFORMS F9A WAS ANALYZED AND SIMULATED AT THE FORUZAN OIL FIELD AT THE PERSIAN GULF USING THE PROKON SOFTWARE.