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636158 – RCMS Report
Design Criteria Document for the RCMS option

Document Status
Report Lead Beneficiaries Sellhorn Ingenieurgesellschaft mbH
Report Type Report
Work Package WP4
Reference Period D4.2 Terminal general layout including drawings for RCMS option
Date 10/12/2015
Dissemination Level Public
Version 0.2
This project has received funding from the

European Union’s Horizon 2020 research and
innovation programme under grant
agreement No 636158.
Pag. 1 a 92

- Part 1: Gdański Terminal Kontenerowy, Poland -
Document Status
Report Type Report
Work Package WP4
Reference Period D4.2 Terminal general layout including drawings for RCMS option –
Part 1 of 2
Date 10/12/2015
Version 0.2

Contents
List of Figures ..................................................................................................................................................... 6
Pag. 2 a 92
List of Tables ...................................................................................................................................................... 6
Abbreviations/Acronyms ................................................................................................................................... 7
1 Introduction ............................................................................................................................................... 8
2 Site Conditions ........................................................................................................................................... 9
2.1 Meteorological Conditions ................................................................................................................ 9
2.1.1 Air Temperature ........................................................................................................................ 9
2.1.2 Humidity .................................................................................................................................... 9
2.1.3 Precipitation and Snow.............................................................................................................. 9
2.1.4 Wind .......................................................................................................................................... 9
2.2 Hydrographical Conditions .............................................................................................................. 10
2.2.1 Water levels ............................................................................................................................. 10
2.2.2 Waves ...................................................................................................................................... 10
2.2.3 Soil Conditions ......................................................................................................................... 10
2.3 Topography...................................................................................................................................... 13
2.4 Bathymetry ...................................................................................................................................... 13
2.5 Seismic Conditions ........................................................................................................................... 13
2.6 Existing Structures ........................................................................................................................... 14
2.6.1 Quay wall ................................................................................................................................. 14
2.6.2 Existing Infrastructure ............................................................................................................. 17
Storm Water Network and Potable Water System ............................................................. 17
Electricity and Telecommunication System......................................................................... 18
3 Design Parameter for Maritime Structures ............................................................................................. 19
3.1 Technical Standards and Regulations .............................................................................................. 19
3.2 Safety Concept and Safety Factors .................................................................................................. 20
3.2.1 Safety Concept ......................................................................................................................... 20
3.2.2 Safety Factors for Material ...................................................................................................... 20
3.2.3 Safety Factors for Loads .......................................................................................................... 20
3.2.4 Safety Factors for Geotechnical Design ................................................................................... 20
Partial Factors for Actions ................................................................................................... 20
Partial Factors for Resistances ............................................................................................. 21
3.3 Reference Level ............................................................................................................................... 22
3.4 Design Working Life ......................................................................................................................... 22
3.5 Design Vessel ................................................................................................................................... 23
3.6 Design Loads and Actions ................................................................................................................ 23
3.6.1 Uniform Distributed Live Loads ............................................................................................... 23
Pag. 3 a 92
3.6.2 Loads for Cranes and other Handling Equipment ................................................................... 23
STS Shore Gantry Cranes ..................................................................................................... 24
Overhead Bridge Cranes (OHBC) ......................................................................................... 24
Reach Stacker ...................................................................................................................... 26
AGV ...................................................................................................................................... 27
3.6.3 Mooring Forces ........................................................................................................................ 28
3.6.4 Berthing Loads ......................................................................................................................... 28
Impact of Flotsam ................................................................................................................ 32
3.7 Seismic Loading ............................................................................................................................... 32
3.7.1 Peak Ground Acceleration ....................................................................................................... 32
3.8 Material and Design......................................................................................................................... 32
3.8.1 Type of Concrete ..................................................................................................................... 32
3.8.2 Crack Width for Concrete Structures ...................................................................................... 33
Crack Width for Reinforced Concrete Structures ................................................................ 33
Crack width for prestressed concrete structures ................................................................ 33
3.8.3 Reinforcement ......................................................................................................................... 34
3.8.4 Steel for Sheet Piles, Piles, Anchors etc................................................................................... 34
3.8.5 Corrosion Protection of Steel Structures ................................................................................. 34
4 Additional Design Parameters for the RCMS building ............................................................................. 35
4.3.1 Permanent Loads ..................................................................................................................... 35
4.3.2 Transient Loads........................................................................................................................ 35
Stored Containers ................................................................................................................ 35
Loads of an AGV................................................................................................................... 35
Wind Loads .......................................................................................................................... 35
Snow Loads .......................................................................................................................... 36
4.4 Materials and Design ....................................................................................................................... 37
4.6 Operational Aspects and Facilities .................................................................................................. 38
4.6.1 Fire Protection ......................................................................................................................... 38
Emergency Routes ............................................................................................................... 38
Firefighting System .............................................................................................................. 38
Ventilation and Air Quality .................................................................................................. 38
Pag. 4 a 92
4.6.2 Operational Personnel Protection ........................................................................................... 39
4.6.3 Snow Protection ...................................................................................................................... 39
4.6.4 Rain Water Collection System ................................................................................................. 39
4.6.5 Potable Water Network ........................................................................................................... 39
4.6.6 Sewage Network ...................................................................................................................... 39
4.6.7 Outer Walls / Covering ............................................................................................................ 39
4.6.8 Radio Communication ............................................................................................................. 40
4.6.9 Grounding and Lightning Protection System ........................................................................... 40
4.6.10 Elevators .................................................................................................................................. 40
4.6.11 Reefer Scaffolds ....................................................................................................................... 40
4.6.12 Lighting .................................................................................................................................... 40
4.6.13 Electrical Power ....................................................................................................................... 40
4.6.14 Protection Roofs ...................................................................................................................... 41
4.6.15 Surface Construction ............................................................................................................... 41
4.6.16 Foundation and Settlements ................................................................................................... 41
4.6.17 Protection of Structural Bearing Members ............................................................................. 41
5 Infrastructure Facilities ............................................................................................................................ 42
5.1 Pavement ......................................................................................................................................... 42
5.2 Utilities............................................................................................................................................. 42
5.2.1 Potable Water.......................................................................................................................... 42
5.2.2 Fire Fighting Water .................................................................................................................. 43
5.2.3 Sewage Water System ............................................................................................................. 43
5.2.4 Storm Water ............................................................................................................................ 43
5.2.5 Power Supply ........................................................................................................................... 44
5.2.6 Lighting .................................................................................................................................... 44
6 References ............................................................................................................................................... 45
6.1 Guidelines and other References .................................................................................................... 45
6.2 Existing Documents Made Available ............................................................................................... 45
6.2.1 Soil and Environmental Reports .............................................................................................. 45
6.2.2 Drawings .................................................................................................................................. 45
Pag. 5 a 92
List of Figures
Figure 1-1: Geographical Location of Gdańsk Port, Poland ............................................................................... 8
Figure 2-1: Wind Directions over the Entire Year (1979 – 2012) .................................................................... 10
Figure 2-2: Location of Boreholes in the existing Gdańsk Harbour ................................................................. 11
Figure 2-3: Geotechnical Profile of the Soil Investigation in 2002 .................................................................. 11
Figure 2-4: Geotechnical Profiles of the Soil Investigation in 2005................................................................. 12
Figure 2-5: Bathymetric Layout of the Access Channel and the Harbour Basin of GTK .................................. 13
Figure 2-6: Seismic Hazard Distribution Map for Poland ................................................................................ 14
Figure 2-7: Plan Overview of the Quay............................................................................................................ 14
Figure 2-8: Quay Wall Section 12b to 12c ....................................................................................................... 15
Figure 2-9: Quay Wall Section 12c to 12c’....................................................................................................... 16
Figure 2-10: Existing Storm Water and Network (brown) and Potable Water System (blue) ........................ 17
Figure 2-11: Existing Electricity (red) and Telecommunication Network (orange) ......................................... 18
Figure 3-1: Vertical Wheel Loads in Service .................................................................................................... 25
Figure 3-2: General Arrangement of Wheel Load from a Reach Stacker ........................................................ 26
Figure 3-3: General Layout of an AGV ............................................................................................................. 27
Figure 3-4: Berthing Velocity with Tug Assistance .......................................................................................... 29
Figure 3-5: Berthing Velocity without Tug Assistance ..................................................................................... 29
Figure 3-6: Exposure Classes of the Concrete ................................................................................................. 33
Figure 4-1: Map of Poland with allocation of the wind zones......................................................................... 36
Figure 4-2: Map of Poland with allocation of snow zones .............................................................................. 37
List of Tables
Table 2-1: Monthly Average Temperatures [°C] - Gdańsk................................................................................. 9
Table 3-1: Safety Factors for Loading .............................................................................................................. 20
Table 3-2: Safety Factors for Resistance.......................................................................................................... 21
Table 3-3: Design Vessel .................................................................................................................................. 23
Table 3-4: Loads for a Reach Stacker............................................................................................................... 26
Table 3-5: Line Pull Forces ............................................................................................................................... 28
Table 3-6: Velocity [m/s] according to ROM table .......................................................................................... 30
Table 3-7: Velocity according to Brolsma Table .............................................................................................. 30
Table 3-8: Parameters for Calculation of Berthing Loads ................................................................................ 32
Table 4-1: Fundamental value of the basic wind velocity and reference mean basic velocity pressure for the
wind zones (a=height above sea level in metres) ........................................................................................... 36
Table 4-2: Characteristic value of snow on the ground at the relevant site (a=height above sea level in
metres) ............................................................................................................................................................ 37
Table 5-1: Lighting Data ................................................................................................................................... 44
Pag. 6 a 92
Abbreviations/Acronyms
AGV Automated Guided Vehicle
DS-A Abnormally Design Situation
DS-P Permanent Design Situation
DS-T Temporary Design Situation
CD Chart Datum
DCD Design Criteria Document
GSHAP Global Seismic Hazard Map
GTK Gdańsk Terminal Kontenerowy, Poland
HPC Hamburg Port Consulting GmbH
IAI Israel Aerospace Industries Ltd.
PGA Peak Ground Acceleration
qb,0 Reference mean basic velocity pressure [kN/m²]
RCMS Rethinking Container Management System
RMG Rail Mounted Gantry (crane)
RTG Rubber Tyred Gantry (crane)
sk Characteristic value of snow on the ground at relevant size [kN/m²]
STS Ship to Shore (crane)
TEU Twenty Feet Equivalent Unit
vb,0 Fundamental value of the basic wind velocity [m/s]
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1 Introduction
The objective of the sub-work package 4.2 is equivalent to the sub-work package 4.1, representing the RCMS
option for both terminals.
The development of the RCMS layout including basic assumptions and planning guidelines as well as the
operational concept have been previously defined by HPC in the deliverable D5.2 [10].
The document serves the purpose to determine for each of the terminal the design requirements regarding
required civil engineering works and based on inputs from the terminals taking into account the local
conditions and constraints. This Design Criteria Document shall form the basis for the further development
of the layout and further project internal documents.
For a clear distinction between the two terminals the deliverable has been split to two parts:
• Part 1: Gdańsk Terminal Kontenerowy, Poland (GTK)

• Part 2: Luka Koper, Slovenia
The document at hand is Part 1.
Figure 1-1 below shows the geographical location of the Port of Gdańsk in Poland.
Figure 1-1: Geographical Location of Gdańsk Port, Poland
Gdańsk
Source: GoogleEarth
Pag. 8 a 92
2 Site Conditions
2.1 Meteorological Conditions
This section summarizes the meteorological conditions at the project area. The Polish city of Gdańsk is
located on the coast of the Baltic Sea and is defined by a humid continental climate with warm summers and
no dry season.
2.1.1 Air Temperature

Over the course of a year, the average temperature typically varies from -4°C to 21°C and is rarely below -
14°C or above 27°C. The warmer periods of the year in Gdańsk are in the months of May to September.
Table 2-1: Monthly Average Temperatures [°C] - Gdańsk1
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Av
Average Max 1 1 4 11 15 18 21 21 16 11 4 0 10.3

Temperature
Average Temperature -1 -1 1 6 10 14 17 16 12 8 2 -1 6.9
Average Min -3 -4 -1 2 5 9 11 11 8 5 0 -3 3.3

Temperature
2.1.2 Humidity
Relative humidity varies between 51% and 97% during the year. The highest humidity is experienced around
November, however it can be similar humid throughout the year. The most humidity falls in May.
2.1.3 Precipitation and Snow

Gdańsk is located within a marine west coast climate zone with all four seasons each year. The probability
that precipitation will be observed at this location varies throughout the year.
Rainfall varies from 31.0 mm/month to 84.0 mm/month. The highest precipitation days are in October and
November, which are up to 11 days per month. The driest months are February, March and December. Over
the entire year, the most common forms of precipitation are moderate rain (29%), light rain (23%), moderate
snow (33%), and light snow (18%). The probability for snow fall is from November to April. Snow depth
measurements are unavailable or unreliable.
2.1.4 Wind
Records from 1979 – 2012 from the weather station of Gdańsk Lech Walesa Airport show that the prevailing
wind direction is the West (26% of the time) and South-West (13%) as shown is the graph below.
1
http://www.climate-zone.com, October 2015
Pag. 9 a 92
Figure 2-1: Wind Directions over the Entire Year (1979 – 2012)2
The average monthly wind speed ranges from 1 m/s to 7 m/s. The highest average wind speed of 7 m/s occurs
in January (moderate breeze) and comes from West. The wind speed rarely exceeds 13 m/s.
2.2 Hydrographical Conditions
2.2.1 Water levels

Gdańsk port is exposed to the Baltic Sea. The tidal range is minimal and to be neglected.
2.2.2 Waves
Due to the fact that the port of Gdańsk is located in a channel wave data are not relevant for the design of
the container terminal.
2.2.3 Soil Conditions

Two geotechnical investigations have been done in the project area within the Port of Gdańsk:
 In 2002, Gdańsk Geoprojekt Przedsiebiorstwo Geologiczno-Geodezijne carried out soil

investigations including four boreholes (marked in red in Figure 2-2).
 In 2005, geotechnical profiles can be taken from the as-built drawings of the extension of
the quay carried out by Aquaprojekt Spolka z o.o. (marked in blue in Figure 2-2).
2
https://weatherspark.com/averages/28900/Gdansk-Pomorskie-Poland, December 2015
Pag. 10 a 92
Figure 2-2: Location of Boreholes in the existing Gdańsk Harbour
Source: Port Gdańsk
Results and interpretation of the investigations and laboratory tests in 2002 are given in an interpretative
report prepared by Gdańsk Geoprojekt [11].
Figure 2-3: Geotechnical Profile of the Soil Investigation in 2002
Pag. 11 a 92
Figure 2-4: Geotechnical Profiles of the Soil Investigation in 2005
+ 2.0 m CD
Fill
Silt
Fine sand
Silt
Peat
Medium sand
Source: AQUAPROJEKT SPOLKA
Collected samples show that the site is mainly underlain by fine sand, silt, medium sand and peat. The surface
layer consists of a fill followed by a thin layer of silt. Rock was not encountered in the area along the quay.
Pag. 12 a 92
2.3 Topography
In the terminal area the elevation ranges between +1.75 and +2.00 m CD. The railway, which is east-
westwards, passes diagonally through the terminal site. The elevation of railway varies between +1.50 and
+1.82 m CD while the elevation of railway is on average +1.75m CD. The quay line is averagely +1.88 m CD.
2.4 Bathymetry
In the existing harbour basin, the seabed elevation varies approximately between -9.00 and -11.50 m CD, see
Figure 2-5.
Figure 2-5: Bathymetric Layout of the Access Channel and the Harbour Basin of GTK
Source: Navionics Technologies Pvt. Ltd. Webapp
2.5 Seismic Conditions

Poland is not located close to any of the world’s well-known seismic zones. However, significant earthquakes
activities have been reported in some areas of southern Poland.
A common source for peak ground acceleration (PGA) is the Seismic Hazard Map (SHAP). The map below
shows that the project is located in the green coloured area. A peak ground acceleration (PGA) between 0.4
m/s² and 0.8 m/s² (for a 475 years return period and a 10 % probability of exceeding this within 50 years) can
therefore be derived.
Pag. 13 a 92
Figure 2-6: Seismic Hazard Distribution Map for Poland
Source: Global Seismic Hazard Assessment Program (GSHAP)
2.6 Existing Structures
2.6.1 Quay wall

Figure 2-7: Plan Overview of the Quay
Pag. 14 a 92
The quay structure consists of different parts. Drawings of cross sections were provided by Port of Gdańsk
from 12a (east) to 12d (west). According to these drawings most parts of the quay wall have been constructed
in 1989 and refurbished in 2005.
From Section 12a to 12c’’ (yellow area in Figure 2-7) the quay wall is made of steel sheet piles in front and a
row of pre-cast concrete piles 2.5 m behind to support the waterside crane rail. A high relieving platform of
reinforced concrete is connected to the front beam and spans over a natural slope. The back support of the
relieving platform is built by three rows of inclined, pre-cast concrete piles transferring vertical and horizontal
loads into the ground.
Between Sections 12a and 12c a landside crane rail (length = 253 m; rail gauge 20.3 m) can be found. It is
supported on a RC rail beam on a piled trestle of drilled concrete piles. The crane rail ends at Section 12c.
Figure 2-8: Quay Wall Section 12b to 12c
Pag. 15 a 92
Figure 2-9: Quay Wall Section 12c to 12c’
Pag. 16 a 92
2.6.2 Existing Infrastructure
Storm Water Network and Potable Water System
There is an existing storm water system on the current terminal area. Storm water is collected by gullies and
flows through gravity flow pipes towards the quay wall. The water is discharged through the quay wall into
the harbour basin. The pipe diameters range between 160 and 600mm. The storm water network is shown
in Figure 2-10 in brown.
The potable water system is installed circular at the quay wall as well as at the nearby facilities. The potable
water network is shown in Figure 2-10 in blue.
Figure 2-10: Existing Storm Water and Network (brown) and Potable Water System (blue)
Pag. 17 a 92
Electricity and Telecommunication System
The existing electricity network supplies all facilities, whose need electricity. For example lighting poles, the
cranes at the quay area, the buildings etc. The existing electricity network is shown in Figure 2-11 in red.
Almost all these facilities are also connected to an existing telecommunication network, which is shown in
Figure 2-11 in orange.
Figure 2-11: Existing Electricity (red) and Telecommunication Network (orange)
Pag. 18 a 92
3 Design Parameter for Maritime Structures
3.1 Technical Standards and Regulations
Design will be in accordance with international standards and good practice. Most important standards
applied for the design of maritime structures are listed below.
 EN 1990 (Eurocode 0): Basis of structural design
 EN 1991: (Eurocode 1) Actions on structures
 EN 1992: (Eurocode 2) Design of concrete structures
 EN 1993: (Eurocode 3) Design of steel structures
 EN 1994: (Eurocode 4) Design of composite steel and concrete structures
 EN 1997: (Eurocode 7) Geotechnical design
 EN 1998: (Eurocode 8) Design of structures for earthquake resistance
 EN 10080:2005, Steel for the reinforcement of concrete
 EN 206-1: Concrete – Part 1: Specification, performance, production and conformity
 DIN 4084: Calculations of terrain rupture and slope rupture
 DIN 4014: Bored piles design and permissible loadings
 DIN 4125: Ground anchors
 DIN 1054: Permissible loading of subsoil
 "EAU 2012", "Recommendations of the Committee for Waterfront Structures, Harbours and
Waterways" 11th Edition
 BS 6349-1-1: 2013 Maritime Structures: Part 1: Code of practice for planning and design for
operations
 BS 6349-1-2: 2000 Maritime Structures: Part 2: Code of practice for assessment of actions
 BS 6349-1-3: 2012 Maritime Structures: Part 3: Code of practice for geotechnical design
 BS 6349-1-4: 2013 Maritime Structures: Part 4: Code of practice for materials
 BS 6349-2:2010 Maritime works: Part 2: Design of quay walls, jetties and dolphins
 BS 5400: British Standard for steel, concrete and composite bridges
 ROM 0.2-90: Maritime Works Recommendations – Actions in the design of maritime and harbour
works
 ROM 05-94: Geotechnical Recommendations for the design of maritime and harbour works
 PIANC MarCom (2002), Report “Guidelines for the Design of Fender Systems”
Pag. 19 a 92
3.2 Safety Concept and Safety Factors
3.2.1 Safety Concept

Calculations will be performed according to the Safety Concept with Partial Safety Factors according to
Eurocode 1 (ENV 1991), DIN 1055 and EAU 2012.
3.2.2 Safety Factors for Material

The following safety factors for material will be applied:
 Concrete  = 1.50
 Reinforcement  = 1.15
 Steel  = 1.10
Other safety factors or requirements for special calculations will be taken form the respective standard or
recommendation such as DIN 1045, Eurocode 2 or EAU 2012.
3.2.3 Safety Factors for Loads

In general following safety factors for loads will be applied:
 Permanent load  = 1.35

 Variable load  = 1.50
Loads for storage areas as well as loads from earth and water pressure will be considered as permanent
action with a safety factor of  = 1.35. Loads for the quay apron will be considered as live loads with a safety
factor of  = 1.50.
3.2.4 Safety Factors for Geotechnical Design

Partial Factors for Actions
The following table presents partial factors for actions for the ultimate limit states of bearing capacity and
serviceability for permanent and temporary satiations.
Table 3-1: Safety Factors for Loading
Action or Action Effect Symbol Loading case
DS-P DS-T DS-A
HYD and UPL: limit state of loss of support safety
Favourable permanent actions (dead load) G,stb 0.95 0.95 0.95
Unfavourable permanent actions (uplift/buoyancy) G,dst 1.05 1.05 1.00
Flow force in favourable subsoil H 1.35 1.30 1.20
Flow force in unfavourable subsoil H 1.80 1.60 1.35
Unfavourable variable actions Q,dst 1.50 1.30 1.00
Pag. 20 a 92
STR and GEO-2: limit state of failure of structures and components
General permanent actions G 1.35 1.20 1.00
Hydrostatic pressure in certain boundary conditions3 G,red 1.20 1.10 1.00
Permanent actions due to steady-state earth pressure E0g 1.20 1.10 1.00
Unfavourable variable actions Q 1.50 1.30 1.00
GEO-3: limit state of loss of overall stability
Permanent actions G 1.00 1.00 1.00
SLS: limit state of serviceability
G = 1.00 for permanent actions or action effects
Q = 1.00 for variable actions or action effects

Source: DIN 1054 and EAU 2012
Crane loads and bollard forces will be treated with partial safety factors of DS-T.
Crack width will be calculated with 50% of live load. Crane load will be fully considered.
Partial Factors for Resistances
The table below presents partial factors for resistances for the ultimate limit states of bearing capacity for
permanent and temporary satiations.
Table 3-2: Safety Factors for Resistance
Resistance Symbol Loading case
DS-P DS-T DS-A
STR and GEO-2: limit state of the failure of structures and components
Soil resistances
Earth resistance Ep 1.40 1.30 1.20
Earth resistance for determining bending moment 4 Ep,red 1.20 1.15 1.10
Ground failure resistance Gr 1.40 1.30 1.20
Sliding resistance Gl 1.10 1.10 1.10
3
According to DIN 1054, section A 2.4.7.6.1 A(3), the reduced partial safety factors γ G,red may be used for hydrostatic pressure at waterfront
structures in which larger displacements can be accommodated without damage if the conditions according to section 8.2.1.3 are
complied with.
4
Reduction for calculating the bending moment only. According to DIN 1054, section A 2.4.7.6.1 A(3), the partial safety factors γEp for
earth resistance may be reduced as specified for waterfront structures in which larger displacements can be accommodated without
damage if the conditions according to section 8.2.0.2 are complied with.
Pag. 21 a 92
Pile resistances
Pile compression resistance for test load Pc 1.20 1.20 1.20
Pile tension resistance for test load Pt 1.30 1.30 1.30
Pile resistance in tension and compression based on 1.40 1.40 1.40

P
empirical values
Grouted anchor resistances
Resistance of steel tension member M 1.15 1.15 1.15
Pull-out resistance of grout A 1.10 1.10 1.10
Resistances of flexible reinforcing elements
Material resistance of reinforcement B 1.40 1.30 1.20
Shear strength
Friction angle tan φ′ of drained soil φ 1.25 1.15 1.10
Cohesion c′ of drained soil, Shear strength cu of

c, cu 1.25 1.15 1.10
undrained soil
Pull-out resistances
Ground or rock anchors, tension piles N, Z 1.40 1.30 1.20
Grout of grouted anchors A 1.10 1.10 1.10
Flexible reinforcing elements B 1.40 1.30 1.20
3.3 Reference Level

All levels refer to Chart Datum (CD). Chart Datum is the level of water that charted depths displayed on a
nautical chart are measured from. A chart datum is generally a tidal datum. It is a vertical value and must not
be confused with the horizontal datum for the chart.
3.4 Design Working Life

For maritime structures such as quay walls, jetties etc. a working design life in the order of 50 to 60 years or
more is often expected.
According to EAU 2012 [5], because of changes in port operations or harbour traffic, large sea ports must
frequently be deepened and their waterfront structures strengthened or replaced long before their stability
is at risk. Their service life is therefore often shorter as its structural life, so that sometimes only 25 years can
be expected for such structures, compared to the usual average service life of waterfront structures of about
Pag. 22 a 92
50 to 60 years. According to BS 6349-1 [8], the design working life of the order of 50 years or more is normally
expected of maritime structures such as quay walls, jetties and docks.
Design Working Life for the maritime structures will be considered with 50 years.
Design Working Life for pavement in this project will be at least 25 years.
3.5 Design Vessel

The design vessel is the largest ship that is expected to call at the GTK and with which the port infrastructure
must be able to handle. Design vessel characteristics are shown in the table below:
Table 3-3: Design Vessel5
Parameter Unit Container Ship
Overall length m 218
Length between perps m 206
Beam m 31.3
Max. Draught m 11.3
Carrying capacity dwt 35 000
Displacement t 47 300
No. of Container TEU 2 500
3.6 Design Loads and Actions
3.6.1 Uniform Distributed Live Loads

Uniform distributed general live loads will be considered on top of finished ground level / pavement.
 35 kN/m² uniform distributed live load at quay apron
 60 kN/m² uniform distributed live load at container stacking area
3.6.2 Loads for Cranes and other Handling Equipment

The following equipment is proposed as a guide for the design, structural calculations and general
arrangements of the container terminals.
5
Ship dimensions (E39) , according to Recommendations of the Committee for Waterfront Structures and Waterways - EAU 2012
Pag. 23 a 92
STS Shore Gantry Cranes
Ship-to-Shore cranes are intended in both state-of-the-art alternatives. The following data are taken into
account:
 Main crane data

- Rail gauge : ≥ 30.48 m
- Distance quay rail – fender front side : approx. 5 m
- Waterside outreach from rail : ≥ 38 m (ship beam + fender + distance quay front)
- Back-reach from landside rail : average 18 m (excluding counterweights)
 Vertical line loads as distributed wheel load in service

- 780 kN/m (waterside crane rail)
- 780 kN//m (landside crane rail)
- Only one rail will receive full load while the other one will be considered with 40% of the
full load.
 Horizontal loads
- 10% of vertical loads in transversal direction
- 15% of vertical loads in longitudinal direction
 Seismic loads
- Vertical linear distributed wheel load: Half of the standard load
- Horizontal wheel load: 10% of vertical load or product of vertical load multiplied by
kh, whatever the maximum is
 Other factors due to crane

- Permissible buffer impact : 800 kN
- Buffer height : 1.4 m
- Impact coefficient :  = 1.2
- Storm locking load : 2x1000 kN; a = 30 m
Overhead Bridge Cranes (OHBC)

Overhead Bridge Cranes are used at the landside handover between AGV and truck.
Rail Gauge: 33 m
Rated load 50 t (excluding spreader)
Lifted Load 60 t (including spreader)
Hoist Class HC3 (S 6 / S 7)
Pag. 24 a 92
Vertical wheel loads in service:
Figure 3-1: Vertical Wheel Loads in Service
Source: DIN EN 1991-3
The vertical wheels loads in service can be derived as:
 Qr,max = 300 kN
 a=8m
 dynamic amplification factor ϕ = 1.5
 It should be assumed that two OHBCs operate buffer to buffer.
Horizontal loads:
The horizontal wheel loads in service can be derived as:
 15% of vertical loads in transversal direction
 20% of vertical loads in longitudinal direction
Pag. 25 a 92
Reach Stacker
Reach stackers are planned in the RCMS Terminal for railway handling and for handling of out-of-gauge cargo
and for exceptional cases.
Figure 3-2: General Arrangement of Wheel Load from a Reach Stacker
Top View
Table 3-4: Loads for a Reach Stacker6
Toplift Intermodal
Total Weight 708 kN 753 kN
Dynamic amplification factor ψ = 1.10 used for design of concrete runway
6
http://www.liebherr.com/MCP/de-DE/region-DE/products_mcp.wfw/id-11615-0/measure-nonMetric/tab-2270_1528, December 2015
Pag. 26 a 92
AGV
AGV (Automated Guided Vehicles) are used at the RCMS Terminal for container transfer between quay side
crane, inside of the RCMS building, and landside handover to trucks.
Figure 3-3: General Layout of an AGV
Source: IAI
Vertical wheel load per axle:
Vertical loads of empty AGV and those loaded with 20 ft containers will be distributed uniformly to all six
axles. Vertical container loads of a coupled AGV loaded with one 40 ft container will be distributed to the
three exterior axles of each AGV; self-weight of the AGV may be distributed uniformly to all axles:
empty AGV (single/coupled) 17 kN
loaded AGV (20 ft container) 67 kN
loaded AGV (40 ft container, exterior) 77 kN
loaded AGV (40 ft container, interior) 17 kN
Vertical wheel loads will be applied as single forces.
Horizontal wheel loads:
Horizontal wheel loads result from acceleration and braking of AGVs and will be applied as follows:
Dynamic amplification factor ψ = 1.10
Pag. 27 a 92
3.6.3 Mooring Forces
Taking the design vessel’s displacement of 47,300 t (see chapter Errore. L'origine riferimento non è stata
trovata.) into account the line pull forces will be considered with 750 kN per bollard, according to Table 3-3.
Table 3-5: Line Pull Forces
Displacement [t] Line pull force [kN]
up to 2,000 100
up to 10,000 300
up to 20,000 600
up to 50,000 800
up to 100,000 1,000
up to 200,000 2,000
up to 250,000 2,500
> 250,000 > 2,500
Source: EAU
The bollard spacing will be 30 m as recommended by EAU 2012 [5].
3.6.4 Berthing Loads

Berthing loads depend on a considerable number of operational and environmental factors. Main factors are
the size of the vessel, the operation with or without tug boats and the location of the berth (at favourable or
unfavourable conditions). For the calculation of berthing energy, the approach velocity is squared and
therefore has a major impact on the energy calculation. The velocity depends on the berthing conditions,
such as the ease or difficulty of approach, exposure of the berth, and the size of the vessel. It is of great
importance to evaluate the approach velocity in a reasonable but also economical way. Therefore
recommendations for berthing velocities of two different sources are compared below.
1. Spanish ROM7 adopted by EAU 2012 (section 5.3) and PIANC8 (section 4.2)
Assumption: Berthing without tug assistance, favourable conditions
2. Brolsma table, e.g. adopted by PIANC (section 4.2) and British Standard BS 6349-4:1994
Assumption: Good berthing conditions, sheltered
7 ROM Recomendaciones para Obras Maritimas (English) Maritime Works Recommendations (MWR) (1990) “Actions in
the design of maritime and Harbor Works”
8 PIANC “Guidelines for the Design of Fender Systems: 2002” (PIANC – acronym for „International Navigation Association”,
formerly “Permanent International Association of Navigation Congresses”)

Pag. 28 a 92
Figure 3-4: Berthing Velocity with Tug Assistance
Berthing velocity [m/sec]
Favourable
conditions
Moderate
conditions
Unfavourable
conditions
With tug assistance
Displacement [t]
Source: EAU
Figure 3-5: Berthing Velocity without Tug Assistance
Favourable
conditions
Moderate
conditions
Unfavourable
conditions
Without tug assistance
Displacement [t]
Source: EAU
Pag. 29 a 92
Table 3-6: Velocity [m/s] according to ROM table
Source: EAU and PIANC “Guidelines for the Design of Fender Systems: 2002
Values above are for tug-assisted berthing under the following conditions:
a) Favourable conditions
b) Moderate conditions
c) Unfavourable conditions
Table 3-7: Velocity according to Brolsma Table
Velocity, VB (m/s)
DWT a b c d E
1,000 0.179 0.343 0.517 0.669 0.865
2,000 0.151 0.296 0.445 0.577 0.726
3,000 0.136 0.269 0.404 0.524 0.649
4,000 0.125 0.250 0.374 0.487 0.597
5,000 0.117 0.236 0.352 0.459 0.558
10,000 0.094 0.192 0.287 0.377 0.448
20,000 0.074 0.153 0.228 0.303 0.355
30,000 0.064 0.133 0.198 0.264 0.308
40,000 0.057 0.119 0.178 0.239 0.279
50,000 0.052 0.110 0.164 0.221 0.258
100,000 0.039 0.083 0.126 0.171 0.201
200,000 0.028 0.062 0.095 0.131 0.158
Pag. 30 a 92
300,000 0.022 0.052 0.080 0.111 0.137
400,000 0.019 0.045 0.071 0.099 0.124
500,000 0.017 0.041 0.064 0.090 0.115
Source: Trelleborg Product Catalogue, © Trelleborg AB, 2007
a) Good berthing, sheltered
b) Difficult berthing, sheltered
c) Easy berthing, exposed
d) Good berthing, exposed
e) Difficult berthing, exposed
Berthing Angle
According to PIANC [1], a berthing angle of 6° is considered for vessels > 50 000 dwt and 10° for smaller ships.
Therefore, the largest vessel with displacement up to 47,300 t with a maximum angle of 8°.
Factor of Safety for Berthing
In general, a factor of safety will be applied to the fender design for exceptional berthing manoeuvres in
accordance with PIANC (section 4.2.8) and EAU 2012 (section 6.15.4.2).
For container ship:
 1.5  considered for largest design vessel
Hull Pressure
While absorbing the berthing energy of a vessel the fender will give a reaction force to both, the vessel and
water front structure. As strength of the outer hull of ships is being reduced further and further, special
consideration must be given of the permissible pressure between fenders and ship’s hull. Hull pressure will
be restricted to < 200 kN/m² as per recommending for modern large ships [5].
Fender Spacing
The distance between fenders depends on the design of the fender system.
Summary of Parameters for Calculation of Berthing Loads
The following table summarises the design parameters for the fender systems.
Pag. 31 a 92
Table 3-8: Parameters for Calculation of Berthing Loads
Description Unit Largest vessel
Vessel Deadweight dwt 35 000
Vessel Displacement T 47 300
Tug Assistance required - Yes (No)
Berthing Angle ° 8
Impact Point from Bow % 25
Safety Factor (Abnormal Impact) - 2.0
Approach Velocity according to ROM mm/s 80 (280)*
Approach Velocity according to Brolsma mm/s 57
Approach Velocity chosen for Design mm/s 70
* Values in (...) are for berthing without tug assistance
Impact of Flotsam
For local impacts of flotsam following single forces will be used:
 For stiff constructions (e.g. piles, concrete walls): 100 kN
 For flexible constructions (e.g. ladders): 30 kN
Partial safety factors for the impacts of flotsam will be taken as for the exceptional load case.
3.7 Seismic Loading
3.7.1 Peak Ground Acceleration

As defined in chapter 2.5 the peak ground acceleration (PGA) can be derived between 0.4 m/s² and 0.8 m/s²
(for a 475 years return period and a 10 % probability of exceeding this within 50 years).
3.8 Material and Design
3.8.1 Type of Concrete

For all concrete structures exposed to sea water, a concrete of minimum grade C 35/45 will be used.
Following exposure classes defined in EC 2 will be considered:
Pag. 32 a 92
Figure 3-6: Exposure Classes of the Concrete
HWL XM1 or higher in case

of ordinary tangency
of ships or ice drift
LWL
min. XM1; in case of
rough operations
Source: EAU
3.8.2 Crack Width for Concrete Structures

Crack Width for Reinforced Concrete Structures
Restriction of crack width is a major criterion with regards to durability of concrete structures. According to
DIN 1045-1 and EC 2, a maximum crack width will be considered for the design of concrete structures in
general with wk = 0.3 mm.
EAU 2012 (section 10.2.5) and BS 8110 / BS 6349 recommend a lower value of wk = 0.25 mm for maritime
structures. Considering the very severe conditions at GTK Terminal, following theoretical values are
recommended for calculation:
 wk = 0.20 mm for splashing zone
 wk = 0.25 mm for other parts of structure
Crack width for prestressed concrete structures

For pre-stressed concrete structures cracking has to be verified with:
 Decompression of the cross section for quasi permanent load (no cracks appear)
 Limiting of cracks to wk = 0.2 mm for seldom load case combination
 No crack limitation for seismic load case combination
Pag. 33 a 92
3.8.3 Reinforcement
Steel bars will be high yield deformed bars of yield stress of 500 N/mm² with deformation modulus of 200,000
N/mm².
3.8.4 Steel for Sheet Piles, Piles, Anchors etc.

Steel for sheet piles S 430 GP with fyk = 430 N/mm²
Steel for anchors not finalized, depending on the type of anchor, to be determined in
the detail engineering or final design
Steel for piles S 355 JO
Steel for secondary structures S 235 JRG 2 or S 355 JO
3.8.5 Corrosion Protection of Steel Structures

All steel structures will be protected from corrosion (either active, e.g. by cathodic corrosion protection, or
passive, e.g. by painting or rust allowance) according to the proposed working live time.
Pag. 34 a 92
4 Additional Design Parameters for the RCMS building
In addition to the Standards and Regulation defined in Section 3.1 following Codes of Practice and
Recommendations will be applied for the structural design of the RCMS Building:
 EN 1995: (Eurocode 5) Design of timber structures
 EN 1996: (Eurocode 6) Design of masonry structures
 EN 1999: (Eurocode 9) Design of aluminium structures
 Latest published version of Standards, Recommendations, and Codes of Practice

regarding any innovative material or construction type applied at the RCMS building
 Local regulations regarding fire protection (to be provided by Port Authority)
 Local regulations regarding noise protection (to be provided by Port Authority)

For the RCMS building the same working life as for Maritime Structures will be applied (see Section 3.4).
4.3.1 Permanent Loads

Self-weight of the structure (including paving, roofing, cladding etc.) and all fixed equipment shall be
considered as permanent loads.
4.3.2 Transient Loads

Stored Containers, loads for loaded and empty AGVs, removable equipment as well as wind and snow loads
shall be considered as transient loads.
Stored Containers
Weights for stored container are as follows:
20 ft container 30 t
Loads of an AGV
Specific loads for AGVs are given in Section 3.6.2.4. For the self-weight of an empty AGV a weight of 10 t shall
be adopted.
Wind Loads
According to the Polish National Annex of the Eurocode 1, Gdańsk is part of the wind zone 2. Gdańsk is located
at 0-180 m above sea level. For structural calculation of buildings in this area the fundamental value of the
basic wind velocity vb,0 = 26 m/s is prescribed (Table 4-1).
Pag. 35 a 92
Figure 4-1: Map of Poland with allocation of the wind zones9
Gdańsk
Table 4-1: Fundamental value of the basic wind velocity and reference mean basic velocity pressure for the wind zones (a=height
above sea level in metres)10
Zone Fundamental value of the basic wind velocity Reference mean basic velocity pressure
vb,0 [m/s] qb,0 [kN/m²]
a ≤ 300 m a > 300 m a ≤ 300 m a > 300 m
1 22 22 · [1 + 0.0006(a − 300)] 0.30 0.30 · [1 + 0.0006(𝑎 − 300)]²
2 26 26 0.42 0.42
20000−𝑎
3 22 22 · [1 + 0.0006(a − 300)] 0.30 0.30 · [1 + 0.0006(a − 300)]2 · [ ]
20000+𝑎
Snow Loads
There is also an allocation of snow zones in the Polish National Annex for Eurocode 1. According to Figure 4-2
Gdańsk is located in the snow zone 3. Therefor the structural calculations shall account for the characteristic
value of snow on the ground at the relevant site (Table 4-2).
9
http://kalkulator-rehau.pl/sites/all/modules/ecnorm/ecnorm_wiatr_ec/img/strefa.png, January 2016
10
https://lh3.googleusercontent.com/ZMABsSp_ygVvas3Zs_sC2xNV4uZloZLBqtPYZ3473zTLeHv4KFXcWJGxrYhJF39IYBvMcE-
PK8rLlm0drWUcOKMMwHGJ-AbO8g0G9KHTZtNMvOdz5eGqyMmc5qDzXw, January 2016
Pag. 36 a 92
Figure 4-2: Map of Poland with allocation of snow zones11
Gdańsk
Table 4-2: Characteristic value of snow on the ground at the relevant site (a=height above sea level in metres)12
Zone Characteristic value of snow on the ground at the relevant site s k [kN/m²]
1 0.007𝑎 − 1.4; 𝑠𝑘 ≥ 0.7
2 0.9
3 0.006𝑎 − 0.6; 𝑠𝑘 ≥ 1.2
4 1.6
5 0.93(0.00134𝑎) ; 𝑠𝑘 ≥ 2.0
4.4 Materials and Design

Materials for design may be steel and reinforced/pre-stressed concrete. Provisions for these are made in
Section 3.8. Allowable crack width of reinforced concrete structures not subjected to environmental impacts
is wk = 0.3 mm.
Innovative materials and/or construction type may be used for the RCMS building. Latest versions of Codes
and Recommendations have to be applied according to good practice.
11
http://chodor-projekt.net/wp-content/uploads/2014/11/strefy.png, January 2016
12
http://www.dachyplaskie.info.pl/imgs_upload/photo/2011_01/sienko/1a.jpg, January 2016
Pag. 37 a 92
Safety concept and safety factors according to Section 0 will apply.
Special provisions will be made if innovative materials and construction types are used.
4.6 Operational Aspects and Facilities
4.6.1 Fire Protection

The building is to be designed in such way that danger to life and health of operational personnel is
prevented.
All structural parts of the building (e.g. walls, columns, slabs, girders etc.) have to be fire-resistant. Non-
structural parts like equipment, cladding, paving etc. have to be at least fire-retardant.
Emergency Routes
In case of maintenance and repair works emergency routes shall be realized by directs exits to the balconies
and by fixed cage ladders.
The ladders shall be made out of steel. There will be at least two ladders per 100x100-module provided, one
at the quayside and the other at the landside. They shall be installed as close as possible to the main avenues.
At the balconies where openings are located at the end of the main avenues the ladder shall be installed
close to the opening.
Ladders at the quayside:

Starting at the upper floor, there will be ladders over all the total height of the building. On a balcony floor
the person has to run from the upper ladder to the lower ladder across the balcony in case of fire.
Ladders at the landside:

The ladders will be installed starting at the upper floor going down to the protection roof above the truck
handover. The protection roof shall be equipped with a gangway with two guard rails (left and right side) to
realise an emergency way across the roof. To leave the roof there will be another cage ladder installed. It will
be fixed at the pillars, which are required in certain distances for the Overhead Bridge Crane (OHBC) between
the truck lanes.
An additional emergency route will be realised by stair at the lateral outer wall at the reefer stacks.
Firefighting System
The RCMS building shall be equipped with an automatic fire detection system. This system will inform the
responsible fire brigade.
Firefighting shall be realised by sprinkler systems or wall hydrants. The pumps for firefighting water shall be
designed corresponding to the respective system.
The pipes of the firefighting system will be filled with water only in case of fire. The advantage of this
procedure is the cost saving since no heating for the pipes in winter terms will be required.
Ventilation and Air Quality

According IAI, due to the fact that the AGV is a fully electrical vehicle, it will not impact the air quality.
However, to ensure a good air quality inside the building in warm summer periods or in case of fire ventilation
Pag. 38 a 92
panels will be installed at the outer walls. In case of maintenance and repair works no artificial ventilation
will be required.
4.6.2 Operational Personnel Protection

Since the RCMS shall be a fully automated system no operation personnel is allowed to be inside the building
during standard operations, only for maintenance and repair works.
To avoid persons falling down guard rails for persons (not designed for AGVs) will be installed at the outer
edges of the balconies. In case of maintenance and repair works on the lower balcony the according part of
the upper balcony has to be put out of order by the IT system. This will be done for safety reasons to prevent
AVGs falling down on the person on the lower balcony.
During standard operations the event of an AGV falling down from the balcony and crashing into the lower
floors will be prevented by the AGV control system.
4.6.3 Snow Protection

Heating mats will be installed in the pavement over the full size of the balconies to protect them from build-
up of ice and snow. It will not be allowed to use de-icing salt overall the whole RCMS building since the AGVs
are too sensitive to it. The amount of snow or rain getting into the building shall be decreased by protection
roofs above the drive-in openings in at all exterior walls of the RCMS building.
4.6.4 Rain Water Collection System

Surface water / storm water from the balconies and the internal floors will be collected in drainage channels.
To achieve a proper discharge from AGV run ways a cross-fall of at least 1 % will be taken in account. The
requirement of the AGVs regarding the slope of the surface is maximum 1.0 ° ≙ 1.7 %. The water will flow
from the highest points towards the lowest points in the streets. From the drainage channels it will be
discharged through pipe lines down to the ground floor.
The discharged water coming from the building will be discharged through the quay wall into the sea. The
requirement of a separator for grit or pollution in the water will be investigated concerning the local
environmental regulations. In a separator the water would be treated before flowing into the sea.
4.6.5 Potable Water Network

Since no persons shall remain in the RCMS building and no equipment will require a connection to a potable
water network.
4.6.6 Sewage Network

Due to the fact that no potable water will be required no sewage water will accrue.
4.6.7 Outer Walls / Covering

The structural calculation shall be based on the assumption that the outer cladding does not bear any loads.
Sound- and light-absorbing panels will be used as a covering. They will be fixed on structural bearing members
(pillars or walls) at the edges of the internal layout. These panels can be used as well as architectural elements
concerning visual aspects.
Pag. 39 a 92
4.6.8 Radio Communication
Walls, ceiling and pavement are to be designed to allow radio communication of the AGVs. The design has to
be done in cooperation with the supplier of equipment and the operator.
4.6.9 Grounding and Lightning Protection System

For grounding of the building and connected technical installations an equipotential bonding will be installed
and connected with the reinforcement. The flag has to be made of stainless respectively high-grade steel
(Material-No 1.4571) with a cross-section of at least 50 x 3.5 mm². For easy connection to other parts the
flag shall be at least 10 cm out of the concrete surface.
A sufficient lightning protection system (lightning conductors) has to be installed in accordance with the
requirements of European Standard EN 62305. All metal structures and claddings have to be incorporated
into the lightning protection system.
4.6.10 Elevators
Elevators will be required both for the AGVs and for persons.
The requirements for the AGV’s elevator will be determined by IAI or rather the manufacturer.
Elevators for persons will be required in case of maintenance and repair. Additionally, they can be used by
staff at the reefer stacks.
The elevator for persons shall be installed at the lateral outer walls nearby the reefer storage. It shall be
designed big enough to lift persons as well as small manual vehicles to transport materials for maintenance
and repair work.
4.6.11 Reefer Scaffolds

The reefer scaffold will be made out of steel. They shall be accessible by stairs and the elevator for persons.
The stairs also can be used as an additional emergency route in case of fire.
The reefer scaffold shall be installed inside the building. The advantage of the covered scaffold is that no
snow or rain will get into the building through the required openings at the reefer stacks.
4.6.12 Lighting
Wired cameras will be installed to watch and control the operations. They shall be installed at each
street/avenue crossing with the required maximum distance alongside the floor.
For the cameras, which are not equipped by infrared electronics, lighting inside the building will be needed.
Fluorescent lamps will be installed at the sealing above each street.
The light will be switched off for standard operations. If illumination is needed to show any videos or in case
of maintenance and repair works, it will be switched on by the controlling staff. Therefor the installation of a
main switch shall be taken into account.
4.6.13 Electrical Power

Electrical power supply for the following electrical equipment will be required:
 Reefer plugs
 AGV charging
Pag. 40 a 92
 Elevators (for AGVs and persons)
 Lighting
 Power supply for maintenance and repair works
 Cameras
 Heating mats in the pavement at the balconies
 Lighting
 Fire detection system
 Radio communication
The electrical power network shall be designed for the respective power consumptions.
4.6.14 Protection Roofs

Protection roofs above the truck handover and the balconies shall be designed for the mentioned wind loads
(4.3.2.3) and snow loads (4.3.2.4).
4.6.15 Surface Construction

According to IAI, the rollers of the AGV-wheel will be made of poly-urethane (PU). The surface shall be
designed for the corresponding loads. The material used for the surface shall be concrete.
If the AGVs require a non-slippery surface during wet conditions a slip resistant finish shall be applied on top
of the concrete.
4.6.16 Foundation and Settlements

The allowable maximum cross fall/slope is 1 ° ≙ 1.7 %. This value shall be taken into account in the calculation
of the foundation.
4.6.17 Protection of Structural Bearing Members

No protection of the structural bearing members will be developed. According to IAI, the accuracy is of the
AGV system will be high enough. Additionally, the walls made of reinforced concrete shall be designed with
a sufficient thickness. In case of the improbable scenario of an internal wall destroyed by an AGV, the loads
shall be distributed to the walls nearby and the building shall not collapse.
Pag. 41 a 92
5 Infrastructure Facilities
This chapter describes the requirements and design criteria for the utilities and port facilities including
buildings for both state-of-the-art alternatives: the RTG alternative as well as the Automated Twin-RMG
option.
5.1 Pavement
Pavement design must take into account loads from relevant terminal equipment (please refer to the
“Resource Requirements” in the report WP5.2 Alternative Terminal Layouts by HPC Hamburg Port Consulting
GmbH).
Referred to HPC’s first assumptions there will be maximal 600 vehicle moves per 24h in the Port of Koper for
the RCMS solution. This causes the number of 3 mio. equivalent 10-tons-axle passes during the design
working life of 25 years. By using these values the pavement will be designed according to “the Structural
Design of Heavy Duty Pavement for Ports and Other Industries”, Fourth Edition, Interpave, 2007.
Different design concepts are possible but need to be discussed in detail. Main considerations are:
 live time
 tyre wear
 dust pollution
 investment cost
 maintenance cost
 subsoil behaviour
5.2 Utilities
5.2.1 Potable Water

Required flow and storage capacity depend on number of staff and vessel requirements. Therefore flow and
consumption figures can only be derived once the operational concept is been decided on.
In order to prevent contamination of potable water within the system if possible, the largest consumer will
be located at the end of potable water main pipeline to guarantee constant circulation of potable water.
Dead ends should be avoided as far as possible. If for any reasons dead ends cannot be avoided, a flush and
cleaning facilities will be arranged to flush the pipelines in regular time intervals.
Supply of buildings will to be decided based on the terminal layout to determine whether pressure head will
be sufficient or booster pumps be needed.
The new terminal’s potable water system will be connected to the public water supply.
Pag. 42 a 92
5.2.2 Fire Fighting Water
Main requirement is that at each hydrant the minimum pressure head is 4 bar and the flow rate is ensured
to be 192 m³/h.
For distribution of hydrants at the terminal and along the quay will be used for the design:
o NFPA 307 US American National
o Before implementation it is proposed to elaborate a reasonable design concept which

should be discussed and approved by the responsible firefighting department
For the new terminal, the firefighting system will be connected to the public water supply.
5.2.3 Sewage Water System

The design will be prepared for the whole system including the treatment plant, connection points from the
open container storage areas in accordance with local rules and guidelines.
Sewage water will flow through gravity flow- and pressure pipes (depending on distances to be covered)
towards the waste water treatment plant.
All buildings have to be connected to the sewage network.
Dimension of waste water treatment plant correlates with the accumulation of sewage water from different
terminal facilities.
Treated water will be discharged directly into the sea with an outlet.
In areas where detergents are handled (e.g. washing bay) a coalescence separator with integrated mud
separator and a subsequent control and sampling manhole will be installed before connected to the superior
sewage system.
5.2.4 Storm Water

The design will be prepared for the whole system including drainage structures on quay wall, connection
points from the open container storage areas and discharge structure in accordance with local rules and
guidelines.
Mandatory for designing of the storm water network would be the correct determination of the design rain.
Basis for the definition of the design rain would be statistically edited precipitation data which should be
obtained from the meteorological institution of Poland.
For design of the storm water network the design rain yield factors should be defined:
o rainfall of 10 minutes duration and a return period of five (5) years should be given.
o rainfall of 5-, 10- or 15 minutes duration and a return period of 30 years
Storm water discharge might be realised through a rain water collection system. It would be preferable to
have uncovered channels and trenches, due to lower investment and maintenance costs. The downside is
that such system often hampers the terminal operation and therefore it is considered to have a mixed
approach, e.g. along the terminal boundaries open trench system (low invest but on account of terminal
area), and the remaining areas with proper drain pipe and manhole system. The approach will be affected
be the chosen layout and choice of terminal equipment.
Pag. 43 a 92
Collected rainwater and the rain water at the quay side will be discharged directly into the Baltic Sea.
Coalescence separators should be located at collection points where fuels and light liquids are handled.
5.2.5 Power Supply

Electrical energy supply at quay apron and open container storage area is required.
The design will be prepared for the whole system in accordance with rules and guidelines. The terminal will
be connected to the main supply line.
5.2.6 Lighting
The stacking area will be illuminated by a sufficient number of flood-lighting columns.
For container handling the illumination commonly is ensured through the loading / unloading equipment
itself.
For repair jobs during the night outside the workshop building additional floodlights must be installed in this
area.
Furthermore the parking areas and the pedestrian areas will be illuminated.
For the amount of the illumination see Table 5-1 below.
The uniformity ratio of Emin : Emax will be about 0.25.

Table 5-1: Lighting Data
Area/Facility Illumination
Stacking Area 20 lux
Quay Wall 10 lux
Container Handling Area 100 lux
Workshop Building (Outside) 50 lux
Parking Area 5 lux
Pedestrian Area 5 lux
Pag. 44 a 92
6 References
6.1 Guidelines and other References
[1] ROM - Recomendaciones para Obras Maritimas (English) Maritime Works Recommendations, “Actions
in the design of maritime and Harbor Works”, 1990
[2] PIANC-IAPH: Approach Channels, A Guide for Design, June 1997
[3] PIANC: Criteria for Movements of Moored Ships in Harbours, A Practical Guide, 1995
[4] PIANC: Guidelines for the Design of Fender Systems: 2002
[5] EAU: Committee for Waterfront Structures of the Society for Harbour Engineering and the German
Society for Soil Mechanics and Foundation Engineering, “Recommendations of the Committee for
Waterfront Structures and Waterways - EAU 2012”
[6] Admiralty Charts and Publications, Chart 2680, Baltic Sea – Poland, Gdynia and Gdańsk. The chart is
now referred to WGS84 Datum.
[7] Global Seismic Hazard Assessment Program (GSHAP) - launched in 1992 by the International
Lithosphere Program (ILP) with support of the International Council of Scientific Unions (ICSU), and
endorsed as a demonstration program in the framework of the United Nations International Decade
for Natural Disaster Reduction (UN/IDNDR). The GSHAP project terminated in 1999
[8] BS 6349-1: 2000 Maritime Structures: Part 1: Code of Practice for General Criteria
[9] BS 6349-2:1988 Maritime structures: Part 2: Design of quay walls, jetties and dolphins
[10] Hamburg Port Consulting GmbH: D 5.2 Alternative Terminal Design Report, November 2015
[11] DIN EN 1991-3: Eurocode 1; Actions on Structures – Part 3: Actions induced by cranes and machinery,
December 2012
[12] PN EN 1991-1-3:2005/NA:2010: Eurocode 1; Actions on Structures – Part 1-3: General Actions – Snow
Loads – National Annex (Poland), 2010
[13] PN EN 1991-1-4:2008/NA:2010: Eurocode 1; Actions on Structures – Part 1-3: General Actions – Wind
Loads – National Annex (Poland), 2010
6.2 Existing Documents Made Available
6.2.1 Soil and Environmental Reports

[14] GDAŃSK GEOPROJEKT: Dokumentacja z badan podloza gruntowego dla projektowanego przedluzenia
Nabrzeza Szczecinskiego na terenie portu w GDAŃSKU
[15] AQUAPROJEKT SPOLKA z o.o., 2005
6.2.2 Drawings
[16] STRABAG Sp. z o.o.: rozne plany 2014/2015
Pag. 45 a 92
[17] GTK stan istniejacy
[18] ZARZAD MORSKIEGO PORTU GDAŃSK ZA: Port Gdańsk, May 2015
Pag. 46 a 92

- Part 2: Luka Koper, Slovenia -
Document Status
Report Type Report
Work Package WP4
Reference Period D4.2 Terminal general layout including drawings for RCMS option –
Part 2 of 2
Date 10/12/2015
Version 0.2
Pag. 47 a 92

Contents
List of Figures ................................................................................................................................................... 52
List of Tables .................................................................................................................................................... 52
Abbreviations/Acronyms ................................................................................................................................. 53
1 Introduction ............................................................................................................................................. 54
2 Site Conditions ......................................................................................................................................... 55
2.1 Meteorological Conditions .............................................................................................................. 55
2.1.1 Wind ........................................................................................................................................ 55
2.1.2 Air Temperature ...................................................................................................................... 56
2.1.3 Humidity .................................................................................................................................. 56
2.1.4 Precipitation and Snow............................................................................................................ 57
2.2 Hydrographical Conditions .............................................................................................................. 58
2.2.1 Water levels ............................................................................................................................. 58
2.2.2 Waves ...................................................................................................................................... 58
2.2.3 Soil Conditions ......................................................................................................................... 59
2.3 Topography...................................................................................................................................... 61
2.4 Bathymetry ...................................................................................................................................... 61
2.5 Seismic Conditions ........................................................................................................................... 62
3 Design Parameter for Maritime Structures ............................................................................................. 64
3.2.1 Safety Concept ......................................................................................................................... 65
3.2.2 Safety Factors for Material ...................................................................................................... 65
3.2.3 Safety Factors for Loads .......................................................................................................... 65
3.2.4 Safety Factors for Geotechnical Design ................................................................................... 65
3.2.4.1 Partial Factors for Actions ................................................................................................... 65
Pag. 48 a 92
3.2.4.2 Partial Factors for Resistances ............................................................................................. 66
3.3 Reference Level ............................................................................................................................... 67
3.5 Design Vessel ................................................................................................................................... 68
3.6.1 Uniform Ditributed Live Loads................................................................................................. 69
3.6.2 Loads from Cranes and other Handling Equipment ................................................................ 69
3.6.2.1 STS Ship to Shore Gantry Cranes ......................................................................................... 69
3.6.2.2 Overhead Bridge Cranes (OHBC) ......................................................................................... 70
3.6.2.3 Reach stacker ....................................................................................................................... 71
3.6.2.4 AGV ...................................................................................................................................... 72
3.6.2.5 RMG - Railway Yard Container Crane .................................................................................. 73
3.6.3 Mooring Forces ........................................................................................................................ 73
3.6.4 Berthing Loads ......................................................................................................................... 74
3.6.4.1 Impact of Flotsam ................................................................................................................ 77
3.7 Seismic Loading ............................................................................................................................... 78
3.7.1 Peak Ground Acceleration ....................................................................................................... 78
3.8 Material and Design......................................................................................................................... 78
3.8.1 Type of Concrete ..................................................................................................................... 78
3.8.2 Crack Width for Concrete Structures ...................................................................................... 79
3.8.2.1 Crack Width for Reinforced Concrete Structures ................................................................ 79
3.8.2.2 Crack width for prestressed concrete structures ................................................................ 79
3.8.3 Reinforcement ......................................................................................................................... 79
3.8.4 Steel for Sheet Piles, Piles, Anchors etc................................................................................... 79
4 Additional Design Parameters for the RCMS building ............................................................................. 80
4.3.1 Permanent Loads ..................................................................................................................... 80
4.3.2 Transient Loads........................................................................................................................ 80
4.3.2.1 Stored Containers ................................................................................................................ 80
4.3.2.2 Loads of an AGV................................................................................................................... 80
4.3.2.3 Wind Loads .......................................................................................................................... 80
4.3.2.4 Snow Loads .......................................................................................................................... 81
4.4 Materials and Design ....................................................................................................................... 82
Pag. 49 a 92
4.6 Operational Aspects ........................................................................................................................ 83
4.6.1 Fire Protection ......................................................................................................................... 83
4.6.1.1 Emergency Routes ............................................................................................................... 83
4.6.1.2 Firefighting System .............................................................................................................. 83
4.6.1.3 Ventilation and Air Quality .................................................................................................. 84
4.6.2 Operational Personnel Protection ........................................................................................... 84
4.6.3 Snow Protection ...................................................................................................................... 84
4.6.4 Rain Water Collection System ................................................................................................. 84
4.6.5 Potable Water Network ........................................................................................................... 84
4.6.6 Sewage Network ...................................................................................................................... 84
4.6.7 Outer Walls / Covering ............................................................................................................ 84
4.6.8 Radio Communication ............................................................................................................. 85
4.6.9 Grounding and Lightning Protection System ........................................................................... 85
4.6.10 Elevators .................................................................................................................................. 85
4.6.11 Reefer Scaffolds ....................................................................................................................... 85
4.6.12 Lighting .................................................................................................................................... 85
4.6.13 Electrical Power ....................................................................................................................... 85
4.6.14 Protection Roofs ...................................................................................................................... 86
4.6.15 Surface Construction ............................................................................................................... 86
4.6.16 Foundation and Settlements ................................................................................................... 86
4.6.17 Protection of Structural Bearing Members ............................................................................. 86
5 Infrastructure Facilities ............................................................................................................................ 87
5.1 Pavement ......................................................................................................................................... 87
5.2 Utilities............................................................................................................................................. 87
5.2.1 Potable Water.......................................................................................................................... 87
5.2.2 Fire Fighting Water .................................................................................................................. 87
5.2.3 Sewage..................................................................................................................................... 88
5.2.4 Storm Water ............................................................................................................................ 88
5.2.5 Power Supply ........................................................................................................................... 88
5.2.6 Lighting .................................................................................................................................... 88
6 References ............................................................................................................................................... 90
6.1 Guidelines and other References .................................................................................................... 90
6.2 Existing Documents Made Available ............................................................................................... 90
6.2.1 General Documents ................................................................................................................. 90
Pag. 50 a 92
Pag. 51 a 92
List of Figures
Figure 1-1: Geographical Location of Koper's Port, Slovenia .......................................................................... 54
Figure 2-1: Wind Direct Distribution in (%) (2012-2015)................................................................................. 55
Figure 2-2: Monthly Average Temperature (°C) Graph for Koper (2000-2012) .............................................. 56
Figure 2-3: Average Rainfall (mm) Graph for Koper (2000-2012) ................................................................... 57
Figure 2-4: Geographical Location of buoys .................................................................................................... 59
Figure 2-5: General Layout of Geotechnical Cross Sections at the Port of Koper ........................................... 59
Figure 2-6: Lithologic Cross Section P3 of Pier III at the Port of Koper ........................................................... 60
Figure 2-7: Lithological Section P4................................................................................................................... 60
Figure 2-8: Bathymetric Map of the Port of Koper showing Water Depth referred to Chart Datum ............. 61
Figure 2-9: Bathymetric Map of Basin III at the Port of Koper ........................................................................ 62
Figure 2-10: Seismic Hazard Distribution Map for Slovenia ............................................................................ 63
Figure 3-1: Vertical wheel loads in service ...................................................................................................... 70
Figure 3-2: General Arrangement of wheel load from a Reach Stacker.......................................................... 71
Figure 3-3: General Layout of an AGV ............................................................................................................. 72
Figure 3-4: Berthing Velocity with Tug Assistance .......................................................................................... 74
Figure 3-5: Berthing Velocity without Tug Assistance ..................................................................................... 75
Figure 3-6: Exposure Classes of the Concrete ................................................................................................. 78
Figure 4-1: Map of Slovenia with allocation of wind zones............................................................................. 81
Figure 4-2: Map of Slovenia and allocation of snow zones ............................................................................. 82
List of Tables
Table 2-1: Absolute Air Temperatures [°C] – Koper ........................................................................................ 56
Table 3-1: Safety Factors for Loading .............................................................................................................. 65
Table 3-2: Safety Factors for Resistance.......................................................................................................... 66
Table 3-3: Design Vessel Large ........................................................................................................................ 68
Table 3-4: Design Vessel Small9 ....................................................................................................................... 68
Table 3-5: Loads from a Reach Stacker............................................................................................................ 71
Table 3-6: Technical Data of the RMG – Railway Yard Container Crane ......................................................... 73
Table 3-7: Line Pull Forces ............................................................................................................................... 73
Table 3-8: Velocity [m/s] according to ROM table .......................................................................................... 75
Table 3-9: Velocity according to Brolsma Table .............................................................................................. 76
Table 3-10: Parameters for Calculation of Berthing Loads.............................................................................. 77
Table 4-1: Fundamental value of the basic wind velocity for the wind zones (a=height above sea level in
metres) ............................................................................................................................................................ 81
Table 4-2: Characteristic value of snow on the ground at the relevant site (a=height above sea level in metres)
......................................................................................................................................................................... 82
Table 5-1: Lighting Data ................................................................................................................................... 89
Pag. 52 a 92
Abbreviations/Acronyms
AGV Automated Guided Vehicle
DS-A Abnormally Design Situation
DS-P Permanent Design Situation
DS-T Temporary Design Situation
CD Chart Datum
DCD Design Criteria Document
GSHAP Global Seismic Hazard Map
GTK Gdańsk Terminal Kontenerowy, Poland
HPC Hamburg Port Consulting GmbH
IAI Israel Aerospace Industries Ltd.
PGA Peak Ground Acceleration
RCMS Rethinking Container Management System
RMG Rail Mounted Gantry (crane)
RTG Rubber Tyred Gantry (crane)
sk Characteristic value of snow on the ground at relevant size [kN/m²]
STS Ship to Shore (crane)
TEU Twenty Feet Equivalent Unit
vb,0 Fundamental value of the basic wind velocity [m/s]
Pag. 53 a 92
1 Introduction
The objective of the sub-work package 4.2 is equivalent to the sub-work package 4.1, representing the RCMS
option for both terminals.
The development of the RCMS layout including basic assumptions and planning guidelines as well as the
operational concept have been previously defined by HPC in the deliverable D5.2 [10].
The document serves the purpose to determine for each of the terminal the design requirements regarding
required civil engineering works and based on inputs from the terminals taking into account the local
conditions and constraints. This Design Criteria Document shall form the basis for the further development
of the layout and further project internal documents.
For a clear distinction between the two terminals the deliverable has been split to two parts:
• Part 1: Gdańsk Terminal Kontenerowy, Poland (GTK)

• Part 2: Luka Koper, Slovenia
The document at hand is Part 2.
Figure 1-1 below shows the geographical location of the Port Koper in Slovenia.
Figure 1-1: Geographical Location of Koper's Port, Slovenia
Source: GoogleEarth
Pag. 54 a 92
2 Site Conditions
2.1 Meteorological Conditions
This section summarises the meteorological conditions at the project area. The coast of Slovenia has a sub-
mediterranean climate. The data have been provided by the National Meteorological Service of Slovenia.
2.1.1 Wind
Records from 2012 – 2015 show that the mean annual wind speed ranges from 1 m/s to 4 m/s 13 at an altitude
of 10 m. In the region of Koper the regional wind called Bora occurs. It is the strongest wind in Slovenia. The
normal Bora gust can reach speeds up to 40 m/s 14.
The prevailing wind direction is Northeast (26% of the time per year) and West-southwest (19%) as shown in
the wind rose below.
Figure 2-1: Wind Direct Distribution in (%) (2012-2015)
Source: Windfinder.com
13
http://www.windfinder.com/windstatistics/koper
14
http://www.arso.gov.si/en/Weather/climate/Wind.pdf
Pag. 55 a 92
2.1.2 Air Temperature
Over the course of a year, the average temperature typically varies from 4°C to 29°C. The warmer periods of
the year in Koper are in the months of May to September, where average daytime temperatures can reach
up to 29°C.
Figure 2-2: Monthly Average Temperature (°C) Graph for Koper (2000-2012)
Source: WorldWeatherOnline.com
Absolute temperatures with a return period of 50 years are given in the table below.
Table 2-1: Absolute Air Temperatures [°C] – Koper15
Average air temperatures Amount [C°]
Absolute maximum air temperature with a return period of 50 years (1951-2005) 38 to 40
Absolute minimum air temperature with a return period of 50 years (1951-2005) -12 to -9
2.1.3 Humidity
Relative humidity varies between 51% and 85% during the year. The highest humidity is experienced around
January, the lowest in June.
15
http://meteo.arso.gov.si/met/en/climate/maps/, October 2015
Pag. 56 a 92
2.1.4 Precipitation and Snow
Precipiation
Koper received in the years 2000-2012 an average rainfall of 920.7 mm per year, or 76.7 mm per month as
overall average. The driest weather is in January when an average of 48.5 mm of rainfall occurs. The wettest
weather is in October, with an average rainfall of 124.9 mm. The average number of precipitation rain days
is highest in April with up to 13 days. The driest month is February with 7 days during the entire month. Over
the entire year, the most common forms of precipitation are moderate rain, thunderstorms and light rain.
Figure 2-3: Average Rainfall (mm) Graph for Koper (2000-2012)
Source: World Weather Online
Storm drainage system will be dimensioned for a rainfall of 10 minutes duration and a return period of five
(5) years according to DIN 1986-100. In case of using this value proof of safety against flooding and proof of
safety of flooding without incurring damage respectively is not required according to DIN 1986-100.
Maximum precipitation data for Koper are not available. Due to this fact the data for the closest cities Trieste
in Italy16 and Rijeka in Croatia17 have been compared. The averaged design rain yield factor for a rainfall in
Koper of 10 minutes duration and a return period of five (5) years has been determined to 133 mm/h conform
to 369 l/(s·ha).
Snow
16
http://www.va.minambiente.it/it-IT/Oggetti/MetadatoDocumento/149098, December 2015
17
http://hrcak.srce.hr/131387?lang=en, December 2015
Pag. 57 a 92
The following values regarding the snow data are given18:
Mean annual number of ice days (1961-1990) < 5 days
Mean seasonal snow cover duration (1961 – 2001) < 5 days
Mean seasonal fresh snow accumulation (1961 – 2001) < 20 cm
Mean seasonal number of days with depth of
Fresh fallen snow 10 cm and more (1961 – 1991) < 1 day
Maximum snow cover depth with a return period of 50 years (1951 – 2005) < 25 cm
Maximum snow load with a return period of 50 years (1951 – 2005) < 0.5 kN/m²
2.2 Hydrographical Conditions
2.2.1 Water levels

The tide in Koper is semidiurnal with two high and low tide levels each day.
The tidal levels for Koper referred to Datum of Soundings above Chart Datum (CD) as per British Admiralty
Chart No. 1426 are:
• Mean High Water Springs (MHWS): + 1.0 m

• Mean High Water Neaps (MHWN): + 0.7 m
• Mean Sea Level (MSL): + 0.6 m
• Mean Low Water Neaps (MLWN): + 0.5 m
• Mean Low Water Springs (MLWS): + 0.2 m
2.2.2 Waves
Wave records of September and October 2015 with three buoys resulted in a significant wave height HS
= 0.36m, a maximum wave height Hmax = 0.41 m with a wave direction of 157.48° and a wave period T
= 2.97 s.
Figure 2-4 shows the geographical location of the three buoys.
18
http://meteo.arso.gov.si/met/en/climate/maps/, October 2015
Pag. 58 a 92
Figure 2-4: Geographical Location of buoys
Source: LUKA KOPER
2.2.3 Soil Conditions

Lithological sections have been provided by Port of Koper. The location of the sections is shown in the figure
below.
Figure 2-5: General Layout of Geotechnical Cross Sections at the Port of Koper
Port of Koper
P3
P4
Source: LUKA KOPER
Pag. 59 a 92
The relevant soil data at the potential Pier II should be similar to the investigated Pier III area, whose data
are shown in the respective cross section in the figure below. The upper layer of about 12 m thickness mainly
consists of marine clay. It is underlaid by a layer of approx. 2-3 m weathered flysch. At the eastern area of
the pier some sand and gravel can be found. The bottom layer of the soil consists of flysch. Flysch is a
sedimentary deposit consisting different alternating types of sore, such as mud, hard clay, shaly clay,
sandstone, limestone.
Figure 2-6: Lithologic Cross Section P3 of Pier III at the Port of Koper
gravel, sand
inful
marine clay
weathered flysch
flysch
Source: LUKA KOPER
Figure 2-7: Lithological Section P4
Source: LUKA KOPER
Pag. 60 a 92
2.3 Topography
Figure 2-5 shows the topographical conditions in the region of Port of Koper. The area around potential Pier
III is elevated on +0.00 to +8.00 m CD. From there to the city centre and Pier I the ground elevation is hilly
and rising up to the average of +8.00 to +28.00 m CD.
2.4 Bathymetry
Bathymetric data have been taken from the Nautical British Admiralty Chart No. 1426.
The main harbour basin depths range from -11.10 m CD (Basin I) to -13.00 m CD (Basin II) and -15.00 m CD
(Basin III). The access channel has a water depth of up to -17.00 m CD as shown in the nautical chart.
In basin I, dredging to -14.00 m CD in outer basin and dredging to -11.00 m CD in inner basin were completed
in 2014.
Figure 2-8: Bathymetric Map of the Port of Koper showing Water Depth referred to Chart Datum
Source: Admiralty Charts and Publications
Pag. 61 a 92
Figure 2-9: Bathymetric Map of Basin III at the Port of Koper
Basin III
Works in progress
Source: Navionics Technologies Pvt. Ltd. Webapp
The figure above shows the bathymetric situation at the project area (Basin III). However relevant water
depths are the design water depths for the planned Pier II, such as the depth for the harbour basin and the
access channel.
2.5 Seismic Conditions

For design of structures, earthquake activities are considered by taking the resulting acceleration into
account, which occurs during such an event. A global source to determine peak ground acceleration (PGA) is
the Global Seismic Hazard Assessment Program (GSHAP). The map below shows that the project is located in
the yellow coloured area. A peak ground acceleration (PGA) between 0.8 and 1.6 m/s² (for a 475 years return
period and a 10 % probability of exceeding this within 50 years) is been given.
Pag. 62 a 92
Figure 2-10: Seismic Hazard Distribution Map for Slovenia
Source: Global Seismic Hazard Assessment Program (GSHAP)
Pag. 63 a 92
3 Design Parameter for Maritime Structures
Design will be in accordance with international standards and good practice. Most important standards
applied for the design of maritime structures are listed below.
 EN 1990 (Eurocode 0): Basis of structural design
 EN 1991: (Eurocode 1) Actions on structures
 EN 1992: (Eurocode 2) Design of concrete structures
 EN 1993: (Eurocode 3) Design of steel structures
 EN 1994: (Eurocode 4) Design of composite steel and concrete structures
 EN 1997: (Eurocode 7) Geotechnical design
 EN 1998: (Eurocode 8) Design of structures for earthquake resistance
 EN 10080:2005, Steel for the reinforcement of concrete
 EN 206-1: Concrete – Part 1: Specification, performance, production and conformity
 DIN 4084: Calculations of terrain rupture and slope rupture
 DIN 4014: Bored piles design and permissible loadings
 DIN 4125: Ground anchors
 DIN 1054: Permissible loading of subsoil
 "EAU 2012", "Recommendations of the Committee for Waterfront Structures, Harbours and
Waterways" 11th Edition
 BS 6349-1-1: 2013 Maritime Structures: Part 1: Code of practice for planning and design for
operations
 BS 6349-1-2: 2000 Maritime Structures: Part 2: Code of practice for assessment of actions
 BS 6349-1-3: 2012 Maritime Structures: Part 3: Code of practice for geotechnical design
 BS 6349-1-4: 2013 Maritime Structures: Part 4: Code of practice for materials
 BS 6349-2:2010 Maritime works: Part 2: Design of quay walls, jetties and dolphins
 BS 5400: British Standard for steel, concrete and composite bridges
 ROM 0.2-90: Maritime Works Recommendations – Actions in the design of maritime and harbour
works
 ROM 05-94: Geotechnical Recommendations for the design of maritime and harbour works
 PIANC MarCom (2002), Report “Guidelines for the Design of Fender Systems”
Pag. 64 a 92
3.2.1 Safety Concept

Calculations will be performed according to the Safety Concept with Partial Safety Factors according to
Eurocode 1 (ENV 1991), DIN 1055 and EAU 2012.
3.2.2 Safety Factors for Material

The following safety factors for material will be applied:
 Concrete  = 1.50
 Reinforcement  = 1.15
 Steel  = 1.10
Other safety factors or requirements for special calculations will be taken form the respective standard or
recommendation such as DIN 1045, Eurocode 2 or EAU 2012.
3.2.3 Safety Factors for Loads

In general following safety factors for loads shall be applied:
 Permanent load  = 1.35

 Variable load  = 1.50
Loads for storage areas as well as loads from earth and water pressure shall be considered as permanent
action with a safety factor of  = 1.35. Loads for the quay apron shall be considered as live loads with a safety
factor of  = 1.50.
3.2.4 Safety Factors for Geotechnical Design

Partial Factors for Actions
The following table presents partial factors for actions for the ultimate limit states of bearing capacity and
serviceability for permanent and temporary satiations.
Table 3-1: Safety Factors for Loading
Action or Action Effect Symbol Loading case
DS-P DS-T DS-A
HYD and UPL: limit state of loss of support safety
Favourable permanent actions (dead load) G,stb 0.95 0.95 0.95
Unfavourable permanent actions (uplift/buoyancy) G,dst 1.05 1.05 1.00
Flow force in favourable subsoil H 1.35 1.30 1.20
Flow force in unfavourable subsoil H 1.80 1.60 1.35
Unfavourable variable actions Q,dst 1.50 1.30 1.00
Pag. 65 a 92
STR and GEO-2: limit state of failure of structures and components
General permanent actions G 1.35 1.20 1.00
Hydrostatic pressure in certain boundary conditions19 G,red 1.20 1.10 1.00
Permanent actions due to steady-state earth pressure E0g 1.20 1.10 1.00
Permanent actions G 1.00 1.00 1.00
SLS: limit state of serviceability
G = 1.00 for permanent actions or action effects
Q = 1.00 for variable actions or action effects

Crane loads and bollard forces will be treated with partial safety factors of DS-T.
Crack width will be calculated with 50% of live load. Crane load will be fully considered.
Partial Factors for Resistances
The table below presents partial factors for resistances for the ultimate limit states of bearing capacity for
permanent and temporary satiations.
Table 3-2: Safety Factors for Resistance
DS-P DS-T DS-A
STR and GEO-2: limit state of the failure of structures and components
Soil resistances
Earth resistance Ep 1.40 1.30 1.20
Earth resistance for determining bending moment 20 Ep,red 1.20 1.15 1.10
Ground failure resistance Gr 1.40 1.30 1.20
Sliding resistance Gl 1.10 1.10 1.10
19
According to DIN 1054, section A 2.4.7.6.1 A(3), the reduced partial safety factors γG,red may be used for hydrostatic pressure at
waterfront structures in which larger displacements can be accommodated without damage if the conditions according to section 8.2.1.3
are complied with.
20
Reduction for calculating the bending moment only. According to DIN 1054, section A 2.4.7.6.1 A(3), the partial safety factors γEp for
earth resistance may be reduced as specified for waterfront structures in which larger displacements can be accommodated without
damage if the conditions according to section 8.2.0.2 are complied with.
Pag. 66 a 92
Pile resistances
Pile compression resistance for test load Pc 1.20 1.20 1.20
Pile tension resistance for test load Pt 1.30 1.30 1.30
Pile resistance in tension and compression based on 1.40 1.40 1.40

P
empirical values
Grouted anchor resistances
Resistance of steel tension member M 1.15 1.15 1.15
Pull-out resistance of grout A 1.10 1.10 1.10
Resistances of flexible reinforcing elements
Material resistance of reinforcement B 1.40 1.30 1.20
Shear strength
Friction angle tan φ′ of drained soil φ 1.25 1.15 1.10
Cohesion c′ of drained soil, Shear strength cu of

c, cu 1.25 1.15 1.10
undrained soil
Pull-out resistances
Ground or rock anchors, tension piles N, Z 1.40 1.30 1.20
Grout of grouted anchors A 1.10 1.10 1.10
Flexible reinforcing elements B 1.40 1.30 1.20
3.3 Reference Level

All levels refer to Chart Datum (CD). Chart Datum is the level of water that charted depths displayed on a
nautical chart are measured from. A chart datum is generally a tidal datum. It is a vertical value and must not
be confused with the horizontal datum for the chart.

For maritime structures such as quay walls, jetties etc. a working design life in the order of 50 to 60 years or
more is often expected.
According to EAU 2012 [5], because of changes in port operations or harbour traffic, large sea ports must
frequently be deepened and their waterfront structures strengthened or replaced long before their stability
is at risk. Their service life is therefore often shorter as its structural life, so that sometimes only 25 years can
be expected for such structures, compared to the usual average service life of waterfront structures of about
Pag. 67 a 92
50 to 60 years. According to BS 6349-1 [8], the design working life of the order of 50 years or more is normally
expected of maritime structures such as quay walls, jetties and docks.
Design Working Life for the marine structures shall be considered with 50 years.
Design Working Life for pavement in this project shall be at least 25 years.
3.5 Design Vessel

The design vessel is the largest and smallest ship that is expected to call at the Port of Koper’s new terminal
and for which the port infrastructure will be designed. Design vessel characteristics are shown in the table
below:
Table 3-3: Design Vessel Large21
Beam m 45.6
Max. Draught m 15.0
Table 3-4: Design Vessel Small9
Beam m 25.4
Max. Draught m 9.5
21
Ship dimensions (E39), according to Recommendations of the Committee for Waterfront Structures and Waterways - EAU 2012
Pag. 68 a 92
3.6.1 Uniform Ditributed Live Loads

Uniform distributed general live loads will be considered on top of finished ground level / pavement.
 35 kN/m² uniform distributed live load at quay apron
 60 kN/m² uniform distributed live load at container stacking area
3.6.2 Loads from Cranes and other Handling Equipment

The following equipment is proposed as a guide for the design, structural calculations and general
arrangements of the container terminals.
STS Ship to Shore Gantry Cranes

Ship-to-Shore cranes are intended as gantry cranes. The following data will be taken into account:
 Main crane data

- Rail gauge : ≥ 30.48 m
- Distance quay rail – fender front side : approx. 5 m
- Waterside outreach from rail : ≥ 52 m (ship beam + fender + distance quay front)
- Back-reach from landside rail : average 18 m (excluding counterweights)
 Vertical linear loads as distributed wheel load in service

- 780 kN/m (waterside crane rail)
- 780 kN//m (landside crane rail)
 Horizontal loads
- 10% of vertical loads in transversal direction
- 15% of vertical loads in longitudinal direction
 Seismic loads
- Vertical linear distributed wheel load: Half of the standard load
- Horizontal wheel load: 10% of vertical load or product of vertical load multiplied by
kh, whatever the maximum is
 Other factors due to crane

- Permissible buffer impact : 800 kN
- Buffer height : 1.4 m
- Impact coefficient :  = 1.2
- Storm locking load : 2x1000 kN; a = 30 m
Pag. 69 a 92
Overhead Bridge Cranes (OHBC)
Overhead Bridge Cranes are used at the landside handover between AGV and truck.
Rail Gauge: 33 m
Rated load 50 t (excluding spreader)
Lifted Load 60 t (including spreader)
Hoist Class HC3 (S 6 / S 7)
Vertical wheel loads in service:

Figure 3-1: Vertical wheel loads in service
Source: DIN EN 1991-3
The vertical wheels loads in service can be derived as:
 Qr,max = 300 kN
 a=8m
 dynamic amplification factor ϕ = 1.5
 It should be assumed that two OHBCs operate buffer to buffer.
Horizontal loads:
The horizontal wheel loads in service can be derived as:
Pag. 70 a 92
Reach stacker
Reach stackers are planned for railway handling and for handling of out-of-gauge cargo and for exceptional
cases.
Figure 3-2: General Arrangement of wheel load from a Reach Stacker
Top View
Table 3-5: Loads from a Reach Stacker22
Toplift Intermodal
Total Weight 708 kN 753 kN
Dynamic amplification factor ψ = 1.10 used for design of concrete runway
22
Pag. 71 a 92
AGV
AGV (Automated Guided Vehicles) are used at the RCMS Terminal for container transfer between quay side
crane, inside of the RCMS building, and landside handover to trucks.
Figure 3-3: General Layout of an AGV
Source: IAI
Vertical wheel load per axle:
Vertical loads of empty AGV and those loaded with 20 ft containers shall be distributed uniformly to all six
axles. Vertical container loads of a coupled AGV loaded with one 40 ft container shall be distributed to the
three exterior axles of each AGV; self-weight of the AGV may be distributed uniformly to all axles:
empty AGV (single/coupled) 17 kN
loaded AGV (20 ft container) 67 kN
loaded AGV (40 ft container, exterior) 77 kN
loaded AGV (40 ft container, interior) 17 kN
Vertical wheel loads shall be applied as single forces.
Horizontal wheel loads:
Horizontal wheel loads result from acceleration and braking of AGVs and shall be applied as follows:
Dynamic amplification factor ψ = 1.10
Pag. 72 a 92
RMG - Railway Yard Container Crane
Container handling at the railway yard is done by 4 RMG – Railway Yard Container Crane. Technical data are
given below:
Table 3-6: Technical Data of the RMG – Railway Yard Container Crane23
RMG
Application Container handling railway yard

7 rail tracks rows
Gantry span 70 m
Back-reach/ Cantilever (m) 20 m
Overall width buffer to buffer, compressed (m) 25.5 m
Capacity under twin-lift spreader (tons)

twin-lift: 65
single-lift: 50
Number of wheels 4 on each corner (narrow legs), or 6 on each

corner
Lifting Height One over five, 9’6’’ container
3.6.3 Mooring Forces

Taking the large design vessel’s displacement of 170,000 t (see chapter 3.5) into account the line pull forces
shall be considered with 2,000 kN per bollard, according to Table 3-7.
Table 3-7: Line Pull Forces
Displacement [t] Line pull force [kN]
up to 2,000 100
up to 10,000 300
up to 20,000 600
up to 50,000 800
up to 100,000 1,000
up to 200,000 2,000
up to 250,000 2,500
23
Pag. 73 a 92
> 250,000 > 2,500
Source: EAU
The bollard spacing shall be 30 m as recommended by EAU 2012 [5].
3.6.4 Berthing Loads

Berthing loads depend on a considerable number of operational and environmental factors. Main factors are
the size of the vessel, the operation with or without tug boats and the location of the berth (at favourable or
unfavourable conditions). For the calculation of berthing energy, the approach velocity is squared and
therefore has a major impact on the energy calculation. The velocity depends on the berthing conditions,
such as the ease or difficulty of approach, exposure of the berth, and the size of the vessel. It is of great
importance to evaluate the approach velocity in a reasonable but also economical way. Therefore
recommendations for berthing velocities of two different sources are compared below.
3. Spanish ROM24 adopted by EAU 2012 (section 5.3) and PIANC25 (section 4.2)
Assumption: Berthing with tug assistance, favourable conditions
4. Brolsma table, e.g. adopted by PIANC (section 4.2) and British Standard BS 6349-4:1994
Assumption: Good berthing conditions, exposed
Figure 3-4: Berthing Velocity with Tug Assistance
Favourable
conditions
Moderate
conditions
Unfavourable
conditions
With tug assistance
Displacement [t]
Source: EAU
24 ROM Recomendaciones para Obras Maritimas (English) Maritime Works Recommendations (MWR) (1990) “Actions in
the design of maritime and Harbor Works”
25 PIANC “Guidelines for the Design of Fender Systems: 2002” (PIANC – acronym for „International Navigation
Association”, formerly “Permanent International Association of Navigation Congresses”)

Pag. 74 a 92
Figure 3-5: Berthing Velocity without Tug Assistance
Favourable
conditions
Moderate
conditions
Unfavourable
conditions
Without tug assistance
Displacement [t]
Source: EAU
Table 3-8: Velocity [m/s] according to ROM table
Source: EAU and PIANC “Guidelines for the Design of Fender Systems
a) Favourable conditions
b) Moderate conditions
c) Unfavourable conditions
Pag. 75 a 92
Table 3-9: Velocity according to Brolsma Table
Velocity, VB (m/s)
DWT a b c d E
1,000 0.179 0.343 0.517 0.669 0.865
2,000 0.151 0.296 0.445 0.577 0.726
3,000 0.136 0.269 0.404 0.524 0.649
4,000 0.125 0.250 0.374 0.487 0.597
5,000 0.117 0.236 0.352 0.459 0.558
10,000 0.094 0.192 0.287 0.377 0.448
20,000 0.074 0.153 0.228 0.303 0.355
30,000 0.064 0.133 0.198 0.264 0.308
40,000 0.057 0.119 0.178 0.239 0.279
50,000 0.052 0.110 0.164 0.221 0.258
100,000 0.039 0.083 0.126 0.171 0.201
200,000 0.028 0.062 0.095 0.131 0.158
300,000 0.022 0.052 0.080 0.111 0.137
400,000 0.019 0.045 0.071 0.099 0.124
500,000 0.017 0.041 0.064 0.090 0.115
Source: Trelleborg Product Catalogue, © Trelleborg AB, 2007
a) Good berthing, sheltered
b) Difficult berthing, sheltered
c) Easy berthing, exposed
d) Good berthing, exposed
e) Difficult berthing, exposed
Pag. 76 a 92
Berthing Angle
According to PIANC [1], a berthing angle of 6° is considered for vessels > 50 000 dwt and 10° for smaller ships.
Therefore, the smallest vessel with displacement of 27,500 t shall be considered to berth with a maximum
angle of 10° and the largest vessel with displacement up to 170,000 t with a maximum angle of 6°.
Factor of Safety for Berthing
In general, a factor of safety shall be applied to the fender design for exceptional berthing manoeuvres in
accordance with PIANC (section 4.2.8) and EAU 2012 (section 6.15.4.2).
For container ship:
 1.5  considered for largest design vessel
 2.0  considered for smallest design vessel
Hull Pressure
While absorbing the berthing energy of a vessel the fender will give a reaction force to both, the vessel and
water front structure. As strength of the outer hull of ships is being reduced further and further, special
consideration must be given of the permissible pressure between fenders and ship’s hull. Hull pressure will
be restricted to < 200 kN/m² as per recommending for modern large ships [5].
Fender Spacing
The distance between fenders depends on the design of the fender system.
Summary of Parameters for Calculation of Berthing Loads
The following table summarises the design parameters for the fender systems.
Table 3-10: Parameters for Calculation of Berthing Loads
Description Unit Largest vessel
Vessel Deadweight dwt 130 000
Vessel Displacement T 170 000
Tug Assistance required - Yes (No)
Berthing Angle ° 6
Impact Point from Bow % 25
Safety Factor (Abnormal Impact) - 1.5
Approach Velocity chosen for Design mm/s 120
* Values in (...) are for berthing without tug assistance
Impact of Flotsam
For local impacts of flotsam following single forces shall be used:
Pag. 77 a 92
 For stiff constructions (e.g. piles, concrete walls): 100 kN
 For flexible constructions (e.g. ladders): 30 kN
Partial safety factors for the impacts of flotsam will be taken as for the exceptional load case.
3.7 Seismic Loading
3.7.1 Peak Ground Acceleration

As determined in chapter 2.5 the peak ground acceleration (PGA) for the design will be considered with 1.6
m/s² (for a 475 years return period and a 10 % probability of exceeding this within 50 years).
3.8 Material and Design
3.8.1 Type of Concrete

For all concrete structures exposed to sea water, a concrete of minimum grade C 35/45 will be used.
Following exposure classes defined in EC 2 will be considered:
Figure 3-6: Exposure Classes of the Concrete
HWL XM1 or higher in case

of ordinary tangency
of ships or ice drift
LWL
min. XM1; in case of
rough operations
Source: EAU
Pag. 78 a 92
3.8.2 Crack Width for Concrete Structures
Crack Width for Reinforced Concrete Structures
Restriction of crack width is a major criterion with regard to durability of concrete structures. According to
DIN 1045-1 and EC 2, a maximum crack width shall be considered for the design of concrete structures in
general with wk = 0.3 mm.
EAU 2012 (section 10.2.5) and BS 8110 / BS 6349 recommend a lower value of wk = 0.25 mm for maritime
structures. Considering the very severe conditions at Koper Terminal, following theoretical values are
recommended for calculation:
 wk = 0.20 mm for splashing zone
 wk = 0.25 mm for other parts of structure
Crack width for prestressed concrete structures

For pre-stressed concrete structures cracking has to be verified with:
 Decompression of the cross section for quasi permanent load (no cracks appear)
 Limiting of cracks to wk = 0.2 mm for seldom load case combination
 No crack limitation for seismic load case combination
3.8.3 Reinforcement
Steel bars will be high yield deformed bars of yield stress of 500 N/mm² with deformation modulus of 200,000
N/mm².
3.8.4 Steel for Sheet Piles, Piles, Anchors etc.

Steel for sheet piles S 430 GP with fyk = 430 N/mm²
Steel for anchors depending on the type of anchor, to be determined in the detail
engineering or final design
Steel for piles S 355 JO
Steel for secondary structures S 235 JRG 2 or S 355 JO
Pag. 79 a 92
4 Additional Design Parameters for the RCMS building
In addition to the Standards and Regulation defined in Section 3.1 following Codes of Practice and
Recommendations will be applied for the structural design of the RCMS Building:
 EN 1995: (Eurocode 5) Design of timber structures
 EN 1996: (Eurocode 6) Design of masonry structures
 EN 1999: (Eurocode 9) Design of aluminium structures
 Latest published version of Standards, Recommendations, and Codes of Practice

regarding any innovative material or construction type applied at the RCMS building
 Local regulations regarding fire protection (to be provided by Port Authority)
 Local regulations regarding noise protection (to be provided by Port Authority)

For the RCMS building the same working life as for Maritime Structures will be applied (see Section 3.4).
4.3.1 Permanent Loads

Self-weight of the structure (including paving, roofing, cladding etc.) and all fixed equipment will be
considered as permanent loads.
4.3.2 Transient Loads

Stored Containers, loads for loaded and empty AGVs, removable equipment as well as wind and snow loads
will be considered as transient loads.
Stored Containers
Weights for stored container are as follows:
Loads of an AGV
Specific loads for AGVs are given in Section 3.6.2.4. For the self-weight of an empty AGV a weight of 10 t shall
be adopted.
Wind Loads
According to the Slovenian National Annex of the Eurocode 1, Koper is part of the wind zone 3. Port of Koper
is located at 2 m above sea level. For structural calculation of buildings in this area the fundamental value of
the basic wind velocity vb,0 = 30 m/s is prescribed (Table 4-1).
Pag. 80 a 92
Figure 4-1: Map of Slovenia with allocation of wind zones
Source: SIST EN 1991-1-4:2005/A101:2008
Table 4-1: Fundamental value of the basic wind velocity for the wind zones (a=height above sea level in metres)
Zone Fundamental value of the basic wind velocity vb,0 [m/s]
a < 800 m 800 m ≤ a < 1600 m 1600 m ≤ a < 2000 m a ≥ 2000 m
1 20 25 30 40
2 25 30 40
3 30
Source: SIST EN 1991-1-4:2005/A101:2008
Snow Loads
There is also an allocation of snow zones in the Slovenian National Annex for Eurocode 1. According to Figure
4-2 Koper is located in the snow zone M1. Therefor the structural calculations shall account for the
characteristic value of snow on the ground at the relevant site (Table 4-2).
Pag. 81 a 92
Figure 4-2: Map of Slovenia and allocation of snow zones26
Koper
Table 4-2: Characteristic value of snow on the ground at the relevant site (a=height above sea level in metres) 26
Zone Characteristic value of snow on the ground at the relevant site sk [kN/m²]
𝑎 2
A1 𝑠𝑘 = 0.651 · [1 + ( ) ]
728
𝑎 2
A2 𝑠𝑘 = 1.293 · [1 + ( ) ]
728
𝑎 2
A3 𝑠𝑘 = 1.935 · [1 + ( ) ]
728
𝑎 2
A4 𝑠𝑘 = 2.577 · [1 + ( ) ]
728
𝑎 2
M1 𝑠𝑘 = 0.289 · [1 + ( ) ]
728
4.4 Materials and Design

Materials for design may be steel and reinforced/pre-stressed concrete. Provisions for these are made in
Section 3.8. Allowable crack width of reinforced concrete structures not subjected to environmental impacts
is wk = 0.3 mm.
26
https://www.yumpu.com/hr/document/view/35707520/prenos-14mb-digitalni-repozitorij-ul-fgg-univerza-v-ljubljani/27, January 2016
Pag. 82 a 92
Innovative materials and/or construction type may be used for the RCMS building. Latest versions of Codes
and Recommendations have to be applied according to good practice.

Safety concept and safety factors according to Section 0 will be applied.
Special provisions will be made if innovative materials and construction types are used.
4.6 Operational Aspects
4.6.1 Fire Protection

The building is to be designed in such way that danger to life and health of operational personnel is
prevented.
All structural parts of the building (e.g. walls, columns, slabs, girders etc.) have to be fire-resistant. Non-
structural parts like equipment, cladding, paving etc. have to be at least fire-retardant.
Emergency Routes
In case of maintenance and repair works emergency routes shall be realized by directs exits to the balconies
and by fixed cage ladders.
The ladders shall be made out of steel. There will be at least two ladders per 100x100-module provided, one
at the quayside and the other at the landside. They shall be installed as close as possible to the main avenues.
At the balconies where openings are located at the end of the main avenues the ladder shall be installed
close to the opening.
Ladders at the quayside:

Starting at the upper floor, there will be ladders over all the total height of the building. On a balcony floor
the person has to run from the upper ladder to the lower ladder across the balcony in case of fire.
Ladders at the landside:

The ladders will be installed starting at the upper floor going down to the protection roof above the truck
handover. The protection roof shall be equipped with a gangway with two guard rails (left and right side) to
realise an emergency way across the roof. To leave the roof there will be another cage ladder installed. It will
be fixed at the pillars, which are required in certain distances for the Overhead Bridge Crane (OHBC) between
the truck lanes.
An additional emergency route will be realised by stair at the lateral outer wall at the reefer stacks.
Firefighting System
The RCMS building shall be equipped with an automatic fire detection system. This system will inform the
responsible fire brigade.
Firefighting shall be realised by sprinkler systems or wall hydrants. The pumps for firefighting water shall be
designed corresponding to the respective system.
The pipes of the firefighting system will be filled with water only in case of fire. The advantage of this
procedure is the cost saving since no heating for the pipes in winter terms will be required.
Pag. 83 a 92
Ventilation and Air Quality
According IAI, due to the fact that the AGV is a fully electrical vehicle, it will not impact the air quality.
However, to ensure a good air quality inside the building in warm summer periods or in case of fire ventilation
panels will be installed at the outer walls. In case of maintenance and repair works no artificial ventilation
will be required.
4.6.2 Operational Personnel Protection

Since the RCMS shall be a fully automated system no operation personnel is allowed to be inside the building
during standard operations, only for maintenance and repair works.
To avoid persons falling down guard rails for persons (not designed for AGVs) will be installed at the outer
edges of the balconies. In case of maintenance and repair works on the lower balcony the according part of
the upper balcony has to be put out of order by the IT system. This will be done for safety reasons to prevent
AVGs falling down on the person on the lower balcony.
During standard operations the event of an AGV falling down from the balcony and crashing into the lower
floors will be prevented by the AGV control system.
4.6.3 Snow Protection

Heating mats will be installed in the pavement over the full size of the balconies to protect them from build-
up of ice and snow. It will not be allowed to use de-icing salt overall the whole RCMS building since the AGVs
are too sensitive to it. The amount of snow or rain getting into the building shall be decreased by protection
roofs above the drive-in openings in at all exterior walls of the RCMS building.
4.6.4 Rain Water Collection System

Surface water / storm water from the balconies and the internal floors will be collected in drainage channels.
To achieve a proper discharge from AGV run ways a cross-fall of at least 1 % will be taken in account. The
requirement of the AGVs regarding the slope of the surface is maximum 1.0 ° ≙ 1.7 %. The water will flow
from the highest points towards the lowest points in the streets. From the drainage channels it will be
discharged through pipe lines down to the ground floor.
The discharged water coming from the building will be discharged through the quay wall into the sea. The
requirement of a separator for grit or pollution in the water will be investigated concerning the local
environmental regulations. In a separator the water would be treated before flowing into the sea.
4.6.5 Potable Water Network

Since no persons shall remain in the RCMS building and no equipment will require a connection to a potable
water network.
4.6.6 Sewage Network

Due to the fact that no potable water will be required no sewage water will accrue.
4.6.7 Outer Walls / Covering

The structural calculation shall be based on the assumption that the outer cladding does not bear any loads.
Sound- and light-absorbing panels will be used as a covering. They will be fixed on structural bearing members
(pillars or walls) at the edges of the internal layout. These panels can be used as well as architectural elements
concerning visual aspects.
Pag. 84 a 92
4.6.8 Radio Communication
Walls, ceiling and pavement are to be designed to allow radio communication of the AGVs. The design has to
be done in cooperation with the supplier of equipment and the operator.
4.6.9 Grounding and Lightning Protection System

For grounding of the building and connected technical installations an equipotential bonding will be installed
and connected with the reinforcement. The flag has to be made of stainless respectively high-grade steel
(Material-No 1.4571) with a cross-section of at least 50 x 3.5 mm². For easy connection to other parts the
flag shall be at least 10 cm out of the concrete surface.
A sufficient lightning protection system (lightning conductors) has to be installed in accordance with the
requirements of European Standard EN 62305. All metal structures and claddings have to be incorporated
into the lightning protection system.
4.6.10 Elevators
Elevators will be required both for the AGVs and for persons.
The requirements for the AGV’s elevator will be determined by IAI or rather the manufacturer.
Elevators for persons will be required in case of maintenance and repair. Additionally, they can be used by
staff at the reefer stacks.
The elevator for persons shall be installed at the lateral outer walls nearby the reefer storage. It shall be
designed big enough to lift persons as well as small manual vehicles to transport materials for maintenance
and repair work.
4.6.11 Reefer Scaffolds

The reefer scaffold will be made out of steel. They shall be accessible by stairs and the elevator for persons.
The stairs also can be used as an additional emergency route in case of fire.
The reefer scaffold shall be installed inside the building. The advantage of the covered scaffold is that no
snow or rain will get into the building through the required openings at the reefer stacks.
4.6.12 Lighting
Wired cameras will be installed to watch and control the operations. They shall be installed at each
street/avenue crossing with the required maximum distance alongside the floor.
For the cameras, which are not equipped by infrared electronics, lighting inside the building will be needed.
Fluorescent lamps will be installed at the sealing above each street.
The light will be switched off for standard operations. If illumination is needed to show any videos or in case
of maintenance and repair works, it will be switched on by the controlling staff. Therefor the installation of a
main switch shall be taken into account.
4.6.13 Electrical Power

Electrical power supply for the following electrical equipment will be required:
 Reefer plugs
 AGV charging
Pag. 85 a 92
 Elevators (for AGVs and persons)
 Lighting
 Power supply for maintenance and repair works
 Cameras
 Heating mats in the pavement at the balconies
 Lighting
 Fire detection system
 Radio communication
The electrical power network shall be designed for the respective power consumptions.
4.6.14 Protection Roofs

Protection roofs above the truck handover and the balconies shall be designed for the mentioned wind loads
(4.3.2.3) and snow loads (4.3.2.4).
4.6.15 Surface Construction

According to IAI, the rollers of the AGV-wheel will be made of poly-urethane (PU). The surface shall be
designed for the corresponding loads. The material used for the surface shall be concrete.
If the AGVs require a non-slippery surface during wet conditions a slip resistant finish shall be applied on top
of the concrete.
4.6.16 Foundation and Settlements

The allowable maximum cross fall/slope is 1 ° ≙ 1.7 %. This value shall be taken into account in the calculation
of the foundation.
4.6.17 Protection of Structural Bearing Members

No protection of the structural bearing members will be developed. According to IAI, the accuracy is of the
AGV system will be high enough. Additionally, the walls made of reinforced concrete shall be designed with
a sufficient thickness. In case of the improbable scenario of an internal wall destroyed by an AGV, the loads
shall be distributed to the walls nearby and the building shall not collapse.
Pag. 86 a 92
5 Infrastructure Facilities
5.1 Pavement
Pavement design will take into account loads from relevant terminal equipment that are specified in
“Resource Requirements” in the report WP5.2 Alternative Terminal Layouts by HPC Hamburg Port Consulting
GmbH.
Referred to HPC’s first assumptions there will be maximal 3,500 vehicle moves per 24h in the Port of Koper
for the RCMS solution. This causes the number of 16 mio. equivalent 10-tons-axle passes during the design
working life of 25 years. By using these values the pavement will be designed according to “the Structural
Design of Heavy Duty Pavement for Ports and Other Industries”, Fourth Edition, Interpave, 2007.
Different design concepts are possible and will be discussed in detail during design. Main considerations are:
 live time
 tyre wear
 dust pollution
 investment cost
 maintenance cost
 subsoil behaviour
5.2 Utilities
5.2.1 Potable Water

Required flow and storage capacity depend on number of staff and vessel requirements. Therefore flow and
consumption figures can only be derived once the operational concept is been decided on.
In order to prevent contamination of potable water within the system if possible, the largest consumer will
be located at the end of potable water main pipeline to guarantee constant circulation of potable water.
Dead ends should be avoided as far as possible. If for any reasons dead ends cannot be avoided, a flush and
cleaning facilities will be arranged to flush the pipelines in regular time intervals.
Supply of buildings will to be decided based on the terminal layout to determine whether pressure head will
be sufficient or booster pumps be needed.
The new terminal’s potable water system will be connected to the public water supply.
5.2.2 Fire Fighting Water

Main requirement is that at each hydrant the minimum pressure head is 4 bar and the flow rate is ensured
to be 192 m³/h.
For distribution of hydrants at the terminal and along the quay will be used for the design:
o NFPA 307 US American National
o Before implementation it is proposed to elaborate a reasonable design concept which

should be discussed and approved by the responsible firefighting department
For the new terminal, the firefighting system will be connected to the public water supply.
Pag. 87 a 92
5.2.3 Sewage
The design shall be prepared for the whole system including the treatment plant, connection points from the
open container storage areas in accordance with local rules and guidelines.
Sewage water shall flow through gravity flow- and pressure pipes (depending on distances to be covered)
towards the waste water treatment plant.
All buildings have to be connected to the sewage network.
Dimension of waste water treatment plant correlates with the accumulation of sewage water from different
terminal facilities.
Treated water shall be discharged directly into the sea with an outlet.
In areas where detergents are handled (e.g. washing bay) a coalescence separator with integrated mud
separator and a subsequent control and sampling manhole shall be installed before connected to the
superior sewage system.
5.2.4 Storm Water

The design shall be prepared for the whole system including drainage structures on quay wall, connection
points from the open container storage areas and discharge structure in accordance with local rules and
guidelines.
Storm water discharge might be realised through a rain water collection system. It would be preferable to
have uncovered channels and trenches, due to lower investment and maintenance costs. The downside is
that such system often hampers the terminal operation and therefore it is considered to have a mixed
approach, e.g. along the terminal boundaries open trench system (low invest but on account of terminal
area), and the remaining areas with proper drain pipe and manhole system. The approach will be affected
be the chosen layout and choice of terminal equipment.
Collected rainwater and the rain water at the quay side will be discharged directly into the Adriatic Sea.
Coalescence separators should be located at collection points where fuels and light liquids are handled.
5.2.5 Power Supply

Electrical energy supply at quay apron and open container storage area is required.
The design shall be prepared for the whole system in accordance with rules and guidelines. The terminal shall
be connected to the main supply line.
5.2.6 Lighting
The stacking area will be illuminated by a sufficient number of flood-lighting columns.
For container handling the illumination commonly is ensured through the loading / unloading equipment
itself.
For repair jobs during the night outside the workshop building additional floodlights must be installed in this
area.
Furthermore the parking areas and the pedestrian areas will be illuminated.
For the amount of the illumination see Table 5-1 below.
Pag. 88 a 92
The uniformity ratio of Emin : Emax will be about 0.25.
Table 5-1: Lighting Data
Area/Facility Illumination
Stacking Area 20 lux
Quay Wall 10 lux
Container Handling Area 100 lux
Workshop Building (Outside) 50 lux
Parking Area 5 lux
Pedestrian Area 5 lux
Pag. 89 a 92
6 References
6.1 Guidelines and other References
[19] ROM - Recomendaciones para Obras Maritimas (English) Maritime Works Recommendations, “Actions
in the design of maritime and Harbor Works”, 1990
[20] PIANC-IAPH: Approach Channels, A Guide for Design, June 1997
[21] PIANC: Criteria for Movements of Moored Ships in Harbours, A Practical Guide, 1995
[22] PIANC: Guidelines for the Design of Fender Systems: 2002
[23] EAU: Committee for Waterfront Structures of the Society for Harbour Engineering and the German
Society for Soil Mechanics and Foundation Engineering, “Recommendations of the Committee for
Waterfront Structures and Waterways - EAU 2012”
[24] Admiralty Charts and Publications, 1426, Croatia and Slovenia, Luka Mali Lošinj and ports and harbous
on the coast of Istria. The chart is now referred to WGS84 Datum.
[25] Global Seismic Hazard Assessment Program (GSHAP) - launched in 1992 by the International
Lithosphere Program (ILP) with support of the International Council of Scientific Unions (ICSU), and
endorsed as a demonstration program in the framework of the United Nations International Decade
for Natural Disaster Reduction (UN/IDNDR). The GSHAP project terminated in 1999
[26] BS 6349-1: 2000 Maritime Structures: Part 1: Code of Practice for General Criteria
[27] BS 6349-2: 1988 Maritime structures: Part 2: Design of quay walls, jetties and dolphins
[28] Hamburg Port Consulting GmbH: D 5.2 Alternativ Terminal Design Report, November 2015
[29] DIN 1986-100: Drainage Systems of Private Ground - Part 100: Specifications in relation to DIN EN 752
and DIN EN 12056, May 2008
[30] DIN EN 1991-3: Eurocode 1; Actions on Structures – Part 3: Actions induced by cranes and machinery,
December 2012
[31] SIST EN 1991-1-3:2004/A101:2008: Eurocode 1; Actions on structures – Part 1-3: General actions –
Snow Loads (Slovenia), 2008
[32] SIST EN 1991-1-4:2005/A101:2008: Eurocode 1; Actions on structures – Part 1-3: General actions –
Wind Loads (Slovenia), 2008
6.2 Existing Documents Made Available
6.2.1 General Documents

[33] LUKA KOPER, Port of Koper, various documents responding the data requirements questionnaire, July
2015
Pag. 90 a 92
Disclaimer
The views represented in this document only reflect the views of the authors and not the views of
the European Union. The European Union is not liable for any use that may be made of the
information contained in this document.
Furthermore, the information are provided “as is” and no guarantee or warranty is given that the
information fit for any particular purpose. The user of the information uses it as its sole risk and
liability.
Pag. 91 a 92
Pag. 92 a 92

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636158 – RCMS Report

Design Criteria Document for the RCMS option

This project has received funding from the

Design Criteria Document for the RCMS option

This project has received funding from the

DS-A Abnormally Design Situation

DS-P Permanent Design Situation

DS-T Temporary Design Situation

DCD Design Criteria Document

GSHAP Global Seismic Hazard Map

GTK Gdańsk Terminal Kontenerowy, Poland

HPC Hamburg Port Consulting GmbH

IAI Israel Aerospace Industries Ltd.

PGA Peak Ground Acceleration

qb,0 Reference mean basic velocity pressure [kN/m²]

RCMS Rethinking Container Management System

RMG Rail Mounted Gantry (crane)

RTG Rubber Tyred Gantry (crane)

sk Characteristic value of snow on the ground at relevant size [kN/m²]

STS Ship to Shore (crane)

TEU Twenty Feet Equivalent Unit

vb,0 Fundamental value of the basic wind velocity [m/s]

• Part 1: Gdańsk Terminal Kontenerowy, Poland (GTK)

The document at hand is Part 1.

2.1.1 Air Temperature

Average Max 1 1 4 11 15 18 21 21 16 11 4 0 10.3

Average Temperature -1 -1 1 6 10 14 17 16 12 8 2 -1 6.9

Average Min -3 -4 -1 2 5 9 11 11 8 5 0 -3 3.3

2.1.3 Precipitation and Snow

2.2 Hydrographical Conditions

2.2.1 Water levels

2.2.3 Soil Conditions

 In 2002, Gdańsk Geoprojekt Przedsiebiorstwo Geologiczno-Geodezijne carried out soil

Source: Port Gdańsk

Source: AQUAPROJEKT SPOLKA

Source: Navionics Technologies Pvt. Ltd. Webapp

2.5 Seismic Conditions

Source: Global Seismic Hazard Assessment Program (GSHAP)

2.6 Existing Structures

2.6.1 Quay wall

Source: AQUAPROJEKT SPOLKA

Source: AQUAPROJEKT SPOLKA

Source: AQUAPROJEKT SPOLKA

 EN 1990 (Eurocode 0): Basis of structural design

 EN 1991: (Eurocode 1) Actions on structures

 EN 1992: (Eurocode 2) Design of concrete structures

 EN 1993: (Eurocode 3) Design of steel structures

 EN 1994: (Eurocode 4) Design of composite steel and concrete structures

 EN 1997: (Eurocode 7) Geotechnical design

 EN 1998: (Eurocode 8) Design of structures for earthquake resistance

 EN 10080:2005, Steel for the reinforcement of concrete

 EN 206-1: Concrete – Part 1: Specification, performance, production and conformity

 DIN 4084: Calculations of terrain rupture and slope rupture

 DIN 4014: Bored piles design and permissible loadings

 DIN 4125: Ground anchors

 DIN 1054: Permissible loading of subsoil

 BS 6349-1-4: 2013 Maritime Structures: Part 4: Code of practice for materials

 BS 5400: British Standard for steel, concrete and composite bridges

3.2.1 Safety Concept

3.2.2 Safety Factors for Material

3.2.3 Safety Factors for Loads

 Permanent load  = 1.35