1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009
ISBN No 979-498-457-4

PORT PIER CONDITION SURVEY AND MAINTENANCE

OF SEPANGAR BAY OIL TERMINAL, KOTA KINABALU

Jodin Makinda , Asmawan Mohd Sarman, Salinah Dullah, Mohamad Radzif

Taharin
Universiti Malaysia Sabah, 88999, Kota Kinabalu, Sabah, Malaysia
jodin@ums.edu.my

Abstract
The port and harbour are one of the main sources of economic for many countries because
it is known as a place where import and export activities happen. Therefore, design and
construction of ports are important. It requires great attention to provide an adequate
structures. Futhermore, maintenance also play a very important roll in ensuring the
effeciency of the port operation in a certain period of time. This paper discusses the routine
survey, inspection, rehabilitation and repair of Sapangar Bay Oil Terminal, fourth biggest
tonnage in Sabah state after Kota Kinabalu, Sandakan and Tawau. The rehabilitation
consisted of structural repair and reconstruction to the pier structural. Both a condition
survey and a detailed structural survey were usually performed to gather information for
development of the structural repairs. The structural repairs were designed to extend the life
of the structure an additional twenty years. This paper will also discuss the common types
of problem, common causes of problems, maintenance work involved and materials or
equipments used according specification. The methodology used to conduct this study
includes literature search and interviews with the professional involved in port
maintenance.
Keywords: pier maintenance, pier repair, pier survey, port pier

1. INTRODUCTION
Maritime transportation has generally been
the most convenient and least expensive
means of transporting goods and this is why
mankind, since ancient times, has been
steadily extending its activities into this area.
Over centuries, transport of goods by means
of water transporting has been evolved in
steps with the needs of world trade and
technical capabilities to build larger ships
and ships/cargo handling facilities.

2. BACKGROUND STUDY

The port/harbour is an important link of total

transportation chain. It is built to serve
maritime transportation in coordination with
the inland transportation system. Through
them pass cargoes and travelers from one
part of the globe to another.

Figure 1: Main Ports in Sabah, Malaysia

Sapangar Bay Oil Terminal is one of the

main ports in Sabah (Figure 1) and handled
the fourth biggest tonnage (2.47 million

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009

ISBN No 979-498-457-4

carried out for the maintenance and

rectification works to the structures.
Port pier inspections are conducted
according to the following objectives, based
on the Method Statement for Underdeck
Repairs [2]:
a) Base line - To obtain data on a facility
that has not been inspected previously.
This inspection involves the greatest
pre-inspection effort.
b) Routine - To obtain data on general
condition, confirm drawings and to
estimate repairing cost.
c) Design Survey - To obtain data for
specifications or for detailed of cost
estimates.
d) Acceptance - To obtain data conforming
that a repair has been completed
according to plan specification.
e) Research - To obtain data on
deterioration rates.

tonnes) after Kota Kinabalu, Sandakan and

Tawau. Its facilities include one oil Jetty
(12.2 meters draft with a maximum capacity
of 30000 DWT), storage facilities for
petroleum and chemical, cargo handling
facilities (5 marine loading arms, 9
common-user pipelines, 5 single-user
pipelines, and main cargo handled
(specialized berth, handling liquid bulk,
refinery petroleum product and chemical
cargo).
3. METHODOLOGY
The objective of the study is to identify the
common types of problem, the possible
causes and repairing maintenance work of
Sepangar Bay Oil Terminal port piers
(Figure 2).

The usefulness of an inspection depends on

establishing a clear and complete record.
Tsinker [3],[4] stated that the level of
inspection will determine the extent of
information to be provided. In general the
inspection addresses the:
i. Identification and description of all
major damage and deterioration of
the facility.
ii. Description of facilities inspection
including updated layouts of pile
plans (which occasionally differ
significantly
from
drawings
available at the activity).
iii. Documentation of types and extent
of marine growth, if applicable.
iv. Water depth, visibility, tidal range,
and water current.
v. Assessment of general physical
condition including projected load
capacities.
vi. Recommendations for required
maintenance and repair (M&R).
vii. Budgetary estimates of costs of this
M & R, including how these
estimates are derived.
viii. Identification of any problems
associated with mobilization of
equipment, personnel and materials
to accomplish repairs/maintenance.

Figure 2. Port Piers at Sepangar Bay Oil

Terminal

The study was conducted by observation,

site visit and interview of staff of Suria
Capital
Holdings
Berhad
(SCHB),
Engineering Services Sdn. Bhd. and Sabah
Port Authorities, all of which are directly
responsible to the civil engineering works
and maintenance of the port.
4. PIER CONDITION EVALUATION
4.1 Visual Inspection
Marine
structures
require
routine
maintenance and periodic repairs because of
the harsh environment and heavy usage to
which they are subjected to [1]. Before
embarking on any maintenance activity, it is
prudent to investigate what needs to be

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)
Solo, 21-22 March 2009
ISBN No 979-498-457-4

ix.
x.

Estimate of expected life of each

facility.
Recommendations for types and
frequencies of future underwater
inspections.

identify potential problem areas requiring

follow-up action [5], [6].
Routine inspection (Level I), for example
underwater inspection (Figure 3) is carried
out once every month, periodic inspection
(Level II) such as surface inspection (Figure
4) is carried out once every 3 months, while
Level III inspection is carried out annually
to check the structural integrity of waterfront
of waterfront structures (under-deck soffit)
and marine structures especially at the tidal
and splash zone areas.

4.2 Inspection Frequency

There are 3 levels of pier inspections; Level
I (general visual inspection), Level II (close
up visual inspection) and Level III (full
engineering inspection) as shown in Table 1.
Table 1: Capability of Each Level of Inspection
for Detecting Damage to Marine Structure
Lev
el
I

II

III

Purpose
General
visual
to
confirm as
built
conditions
and severe
damage

Defect
surface defect
normally
obscured
by marine
growth

Detect
hidden and
imminent
damage

Detectable Defects
Steel
Concrete
Extensive
Major
corrosion
spalling
and
cracking
Severe
mechanical Severe
damage
reinforce
ment
corrosion

Moderate
mechanical
damage
Major
pitting

Reduced
thickness
of material

Figure 3: Underwater Inspection

Broken
piles
Surface
cracking
and
crumbling
Rust
staining
Exposed
rebar
and/or
prestresse
d strands
Location
of rebar

Figure 4: Surface Inspection

4.3 Non-Destructive Testing

The purpose of non-destructive test (NDT)
is to determine the various relative
properties of concrete such as strength,
modulus of elasticity, homogeneity, and
integrity, as well as conditions of strain and
stress, without damaging the structure.
Selection of the most applicable method or
methods of testing will require good
judgment based on the information needed,
size and nature of the project, site conditions
and risk to the structure. Proper utilization
of NDT requires a toolbox of techniques
and someone with the expertise to know the

Beginning
corrosion
of rebar
Internal
voids

The visual inspections of the structure are

conducted for preliminary assessment of the
general condition of the structure and to

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009

ISBN No 979-498-457-4

plunger. The plunger is pressed against the

underwater concrete structure whose
compressive strength is being measured
forcing the plunger into the rebound
hammer'
s housing which releases a spring
driven mass.

proper tool to use in the various

circumstances.
4.3.1 Rebound Hammer Test
The most common NDT testing that has
been used on concrete pier includes rebound
hammer test (Figure 5) and ultrasonic
testing. The test area should be shot in the
same positions as the actual work (Figure 6).
The strength will somewhat different in each
position.

A resistive film strip which is in electrical

contact with the mass detects the maximum
rebound of the mass and provides an
electrical signal indicative of this maximum
rebound. The distance that the mass
rebounds after impacting the plunger is, in
turn, a function of the concrete surface
hardness and thus can be correlated to the
compressive strength of the underwater
concrete structure being measured.
4.3.2

Dynamic Testing

Figure 5: Rebound Hammer

Figure 7: General Inspection Principle - Typical

Pulse/Echo Inspection Configuration

At present the ultrasonic pulse velocity

method (Figure 7) is the only one of this
type that shows potential for testing concrete
strength in situ. It measures the
time of travel of an ultrasonic pulse passing
through the concrete. The fundamental
design features of all commercially available
units are very similar, consisting of a pulse
generator and a pulse receiver. Pulses are
generated by shock-exciting piezo-electric
crystals, with similar crystals used in the
receiver. The time taken for the pulse to pass
through the concrete is measured by
electronic measuring circuits. Some factors
affect the measurement:

Figure 6: Rebound Hammer Testing

The rebound (or Schmidt) hammer is an

easy-to-use instrument, which provides an
immediate indication of concrete strength in
various parts of a structure. The purpose is
to provide a measuring apparatus which
accurately detects external and internal
defects in underwater concrete structures
such as piers, retaining walls, easements and
the like by measuring the compressive
strength of the structure.
The measuring apparatus of the present
invention comprises a rebound hammer
which has extending from the nose thereof a

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)
Solo, 21-22 March 2009
ISBN No 979-498-457-4

i. There must be smooth contact with the

surface under test; a coupling medium
such as a thin film of oil is mandatory.
ii. It is desirable for path-lengths to be at
least 12 inches (30 centimeters) in order
to avoid any errors introduced by
heterogeneity.
iii. It must be recognized that there is an
increase in pulse velocity at belowfreezing temperature owing to freezing
of water; from 5 to 30C (41 - 86F)
pulse velocities are not temperature
dependent.
iv. The presence of reinforcing steel in
concrete has an appreciable effect on
pulse velocity. It is therefore desirable
and often mandatory to choose pulse
paths that avoid the influence of
reinforcing steel or to make corrections
if steel is in the pulse path.

Figure 8: Steel Pile with Rust Stain

Usually, if large differences in pulse velocity

are found within a structure for no apparent
reason, there is strong reason to presume
that defective or deteriorated concrete is
present. The qualities of concrete according
to their pulse velocity are shown in Table 2.
Cracks can also be detected using this
method.

Figure 9: Corrosion on Steel Pile

Table 2: Quality of Concrete and Pulse Velocity

General
Pulse Velocity
Conditions
ft/sec
Excellent
Above 15 000
Good
12 000-15 000
Questionable
10 000-12 000
Poor
7000-10 000
Very Poor
below 7000
Generally, the degree of damage is related to
a reduction in pulse velocity.

Figure 10: Steel Pile Covered with Marine

Growth Barnacles

Wrap systems which employed a flexible

outer wrap and a corrosion inhibiting inner
liner or mastic coating were also examined.
The inner liner of the system is placed
around the pile, overlapped with a flexible
cover, and secured with a roller or bolted
seam to hold the system. Damages can
occurred on the soft outer wraps and
considerable evidence of seam and seal
failure can be seen (Figure 11).

5. COMMON AND CAUSES OF

DEFECTS
Common defect found on piles of Sapangar
Bay Oil Terminal are such as rust stains
(Figure 8), corrosion (Figure 9) and marine
growth, Barnacles (Figure 10).

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009

ISBN No 979-498-457-4

Figure 11: Steel Pile with Torn Wrap

Figure 13: Peeling at the Top of Steel Pile

Once the outer wrap, the seals, or the seams

are compromised, wave and tidal activity
would cause water to pump up and down
inside the wrap, allowing fresh chlorides and
oxygen to reach the steel pile.

The propagation direction of the deteriorated

narrow region of the paint film was found to
show inclination or deflection at angel
approximately 45 from the horizontal axes
opposite the direction of the gravitational
force.

Detected cracks on concrete structure

(Figure 12) were marked with green stain for
further inspection.

The causes of the damages could be related

to the insufficient surface preparation
condition such as post welding cleaning
operation or may be attributed to the quality
of the underlying chemical composition of
the spiral weld bead. Almost 70 percent of
paint failure in welded structure is
associated with low quality cleaning
pretreatment of the weld bead adjacent to the
parent metal or micro-cracking failure of the
weldment. The spiral welded area is very
widely accepted as the most common
weakest point in any welded structure.

Figure 12: Visible Cracks on Concrete

The degradation of the paint film was also

enhanced by the natural process of wet and
dry cyclic effect of seawater low and high
tide commonly occurred in marine
environment. It has been also observed that
the density of the marine Barnacles
followed a narrow band when attached to the
direction of the spiral weld bead beneath the
coated layer. In contrast to the spiral weld
zone, no appreciable amount of Barnacles
were found in the surrounding areas away
from the weld.

Visual
observations
will
identify
deteriorated paint films that could developed
a common type of failure with certain types
of surface morphological features in terms
of peelings, delaminations, and flaking
pattern (Figure 13).

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)
Solo, 21-22 March 2009
ISBN No 979-498-457-4

6.1 Fiberglass Jacket/Encapsulation

Fiberglass jacket (Figure 14) is one of
method that been used to repair corrosion of
steel pile. Suitable materials for jacket steel
pile structures typically epoxy grout
(example: SeaShield 500) and marine epoxy
(example: SeaShield 525 Epoxy).

6. MAINTENANCE METHODS
During field inspections, damages on
concrete (Table 3) and steel pier (Table 4
were identified. Repairing works were then
performed accordingly. Typical types of
maintenance
were
specified
using
combination
of
materials
including
fiberglass jackets and pile wrapping.
Corrosion is primarily controlled by the
surface coating systems and sacrificial
cathodic protection systems.
Table 3: Summary Method of Repair, Damage
and Material/Equipment for Concrete
Methods
of repair

Damage

Pile Jacket

Deterioration

Patching

Spalling

Crack
injection

Cracks

Materials/
Equipments
Fibreglass reinforced
polymer (FRP)
jackets and Portland
cement based grouts/
concrete
1. Polymer mortar
Ex: Barra Mortar
L
2. Epoxy
Ex: Expocrete
1. Epoxy resin
Ex: Brutem 1100
2. Epoxy paste
Ex: Concressive
1441

Figure 14: Procedures Repair Of Fiberglass

Jacket

Inside surface of the jacket shall be lightly

grit blasted to remove residue and
contamination. All stand-offs shall be
affixed to the jacket at 18 inches to 48
inches intervals (depending on diameter
size, length and thickness of jacket) along
entire length of jacket. If additional standoffs are required in the field, epoxy can be
used to adhere them. All longitudinal and
transverse seams shall be sealed with epoxy
and fastened with 3/16 inches diameter
stainless steel rivets that shall not exceed 6
inches spacing.

Table 4: Summary Method of Repair, Damage

and Material/ Equipment for Steel
Method of
repair
Fiberglass
jacket /
Encapsulation

Damage
1.
2.
3.
4.

Coating

Corrosion

Pile wrap

1.
2.
3.
4.

Corrosion
Rusting
Peeling
Pitting

Corrosion
Rusting
Peeling
Pitting

Materials/
Equipments
1.Epoxy
grout
Ex:
Sea
Shield 500
2.Marine
epoxy
Ex:
Sea
Shield
525
Epoxy
Petrolatumcoated tapes
Ex: Densyltape
Retrowrap

Grout injection shall begin at the bottom

injection port and proceed upwards. As the
jacket is filled to each port, the lower port
shall be capped off and repeated until the top
of the jacket is reached. The injection
process shall be continuous, except when the
injection hose is moved from port to port.

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009

ISBN No 979-498-457-4

dependent on the surface preparation of the

steel prior to coating, this operation is best
conducted under roof, with specialized
equipment under controlled atmospheric
conditions. Any damage to the coating is
generally repairable prior to installation.

At the contractors option, he may elect to

inject approximately 6 to 12 inches into the
bottom port and allow it to cure before
proceeding with subsequent lifts. After the
injection process is completed and the epoxy
grout has cured, all temporary supports shall
be removed, and the top of each fiberglass
jacket may be finished with the marine
epoxy.

6.4 Cathodic Protection

Cathodic Protection is a method to protect
the steel pile wall of a jetty for corrosion.
The Cathodic protection on the steel piles
works in the water (electrolyte) and will
only be active from the area below the
splash zone and the bottom of the Splash
zone jacket till in the seabed. The protection
of the area covered on the steel pile in the
seabed depends on the method of the
Cathodic Protection.

6.2 Pile Wrapping

Pile wrap is one of method use to repair
corrosion of steel pile. Usually materials
use for pile wraps typically Retrowrap and
should be installed properly to ensure that it
is seated correctly on pile (Figure 15).

7. REPAIRING MATERIALS
Generally material used depending on the
size, location and various materials that are
available for repair. The following
influences the selection of materials; the
compatibility of the material to the original
concrete, environmental considerations,
including aesthetics, cost effectiveness,
expected service life, availability, and
familiarity of the contractors with the
product.

Figure 15: Correct Ways of Using Wrap

6.3 Coating
Non-metallic coatings are by far the leading
method for protecting steel in hostile
environments. They are usually cheaper on a
first cost basis than metalising or sacrificial
thickness and more reliable than cathodic
protection alone. Cathodic protection
functions only in the fully immersed zone
and may be difficult to maintain, over an
extended length of time.

7.1
Fiberglass
Jacket/Encapsulation
Repair Material
The fiberglass jacket thickness shall be of
minimum of 1/8 inch (3 millimeters),
constructed of layers of woven roving and
mat. The jacket shall be translucent to
provide visual inspection during the
injection of the epoxy grout. The jacket
shall have minimum one-inch injection ports
spaced at intervals not to exceed five feet.
To provide even distribution of the epoxy
grout, the injection ports shall be placed on
alternate sides. The jackets shall have standoffs adhered to the inside of the jacket to
provide a minimum of a 3/8 inch (8
millimeters) annulus between the pile and
the jacket.

Coatings were generally made up of coal-tar

pitch solutions that were field applied in thin
coats with a brush. When applied over a
poorly prepared surface, their service-life
and ultimate value were minimal, often less
than five years.
Modification of coal tar pitch that are
generally been use is coal tar epoxies. These
can produce thicker and harder surfaces.
Since the quality and performance is highly

A UV inhibitor shall be included in the

polyster resin to provide long-term UV

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)
Solo, 21-22 March 2009
ISBN No 979-498-457-4

fouling release system which is cold bonded

to the outer skin and specifically formulated
to prevent the build up of marine growth
throughout the operational life of the system.
The system is modular and therefore a
multiplicity of units may be deployed to
encapsulate virtually any length of square or
tubular steel pile.

stability. The Seashield 525 Epoxy shall be

used to adhere the fiberglass vertical seams.
The 525 Epoxy may be used to finish the
tops of the encapsulation and to seal in-situ
bond test locations.
a. Seashield 525 Epoxy
SeaShield 525 is a two component, 100
percent solids epoxy system designed for
above or below water use on concrete and
steel structures including pilings, bridges,
pipelines, pulp mills and other surfaces
subject to corrosion in salt or fresh water.
SeaShield 525 Underwater Epoxy has a high
viscosity.

7.3 Coating Materials

Coal tar coatings are frequently used on steel
waterfront structures.
Since they are
relatively soft, their effectiveness in waters
where barnacle fouling is heavy may be
limited. Coal tar epoxy coatings are tough,
durable, and very impermeable to water;
thus, such coatings as Petrolatum-coated
tapes (example Densyl tape) have been used
successfully to protect steel utility lines
under piers. It can be applied to wirebrushed as well as abrasive-blasted surfaces.

It is important to make sure all surfaces must

be thoroughly cleaned of grease, oils, loose
paint, rust, spalling concrete and other
interference materials. The adhesion of
SeaShield 525 will only be as good as the
cleanliness and soundness of the surface.
Sandblasting is recommended, however
high-pressure water blasting is acceptable.
Scraping and other manual means of surface
preparation should be avoided since they
tend to polish the surface.

a. Densyl Tape
Synthetic fiber-reinforced tape impregnated
and
coated
with
a
specially
formulated petrolatum-based
compound
containing inert filters, water displacing
agents, and wide spectrum biocides. The
tape provides a long lasting, anti-corrosion
membrane for steel and concrete surfaces.
Applied spirally, and with sufficient tension,
Denso Tapes displace water and develop a
water resistant bond. It provides the
corrosion protection.

7.2 Pile Wrap Repair Material

Material use as wrap must have resistant to
long term immersion in both seawater and
fresh water and to the attendant biological
and chemical attack. In addition, the system
will withstand attack from environmental
UV, ozone and temperature variations while
providing permanent protection in service,
by resisting wave and current forces.

8. DISCUSSION
There are suggested solutions to overcome
the current problems:
i. It is important to choose the best
construction/repair method as well as
experienced contractor to ensure the
quality of pier is constructed according
to the requirement. On the other hand,
timely and effective maintenance can
extend a piers life.
ii. To obtain the best result during repair,
using the right equipments and
materials with experienced can give the
best result and prevent any serious
damage in the future. Otherwise, the
same damage will occur after the repair.

a. Retrowrap
Retrowrap is a wrap around corrosion
protection system specifically designed to
provide an easily installed retrofit
installation for use on sub-sea jetty piles
through the splash zone.
Retrowraps
elastomeric properties and flanged closure
system provides the unique facility of
removal and subsequent replacement to
facilitate routine inspection of the substrate
and replacement of damaged sections
throughout the service life.
The Retrowrap system also has the facility
to act as a carrier, when required, for the

1st International Conference on Rehabilitation

and Maintenance in Civil Engineering (ICRMCE)

Solo, 21-22 March 2009

ISBN No 979-498-457-4

As a conclusion, the aim and objectives of

this research is to provide update
information of pier maintenance especially
concrete pier have been achieved.
Nevertheless, the weakness of this study can
not be avoided, so further studies need to be
done on this field to give a better suggestion
on how to provide more effective
maintenance.

iii. The longer defects are left to progress

the more damage it causes and therefore
early detection is essential. Some port
authorities may already have the inhouse expertise to check for
concentrated corrosion or already
engage consultants who have, but
others may not. Where specialist help is
required it is suggested they should
have the flexibility to carry out or
oversee a survey at the earliest
opportunity.
iv. Location the site to be inspected and
positioning oneself to conduct the
inspection test can be quite difficult,
particularly on complex nodes or in the
interior of a steel/concrete structure
therefore marking the location can be
done to identify the work site.
v. Depending on the outcome and on
current
facilities
management
arrangements this could develop into:a. Provision of a complete work-scope
serving those without
existing
engineering provision, or
b. Supplementing or co-existing with
established
port/berth
owners
engineering provision, or
c. Drawing on expertise from other
associated disciplines such as corrosion
engineers, metallurgists and repair
specialists/contractors
may
be
necessary.

ACKNOWLEDGMENT
The authors would like to thank Suria
Capital
Holdings
Berhad
(SCHB),
Engineering Services Sdn. Bhd. and Sabah
Port Authorities for their assistance.
REFERENCES
1. Gaythwaite. (1990). Design of Marine
Facilities. New York: Van Nostrand.
2. Method Statement for
Repairs.
(1993).
(MALAYSIA) Sdn. Bhd.

Underdeck
Corroless

3. Tsinker, G.P. (1995). Marine Structures

Engineering, Specialized Applications.
New York: Chapman & Hall.
4. Tsinker, G.P. (1997). Handbook of Port
and Harbor Engineering: Geotechnical
and Structural Aspects. New York:
Chapman & Hall.

9. CONCLUSION
This maintenance solution are not just about
patching, crack/grout injection, a paint
coating or steel patch plate, but encompass
the whole picture, the structure, damage,
access, shipping, engineering, timing, tides,
environment, resources, and many more.
Every case requires an open mind, lateral
thinking and a start with a clean sheet of
paper as no two sites are the same. It needs
to be done efficiently, safely and cost
effectively a working knowledge of a
port/marine environment in addition to pier
condition and reading the signs is a distinct
advantage.

5. Sorensen, P. H. (1990). Port 86. New

York: American Society of Engineers.
6. Sorensen, R.M.
1992.
Structures and Breakwaters.
Thomas Telford.

10

Coastal
London: