PART I FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES Chapter 6 Port Transportation Facilities 1 General Ministerial Ordinance General Provisions Article 35 | The performance requirements for port transportation facilities shall be such thatthe port transportation facilities satisfy the requirements specified by the Minister of Land, infrastructure, Transport and Tourism 0 as to enable the safe and smooth usage of vehicles and ships in consideration of its facility type in light of geotechnical characteristics, meteorological characteristics, sea states and/or other environsnental ‘conditions, as well asthe traffic conditions in the port and its hintetland 2 The performance requirements for port transportation facilities shall be such that port transportation facilities have structural stability against self weight, earth pressure, water pressure, waves, water eurzents, carthquake ground motions, imposed loads, winds, flames and heat from fires, collision with ships and/or other actions. Ministerial Ordinance Necessary Items concerning Port Transportation Facilities Articie 40 ‘The items necessary for the performance requirements of port transportation facilities es specified in this chapter by the Minister of Land, Infrastructure, Transport and Tourism and other requirements shall be provided by the Public Notice, Public Notice Port Transportation Faeiliies Article 74 ‘The items to be specified by the Public Notice under Article 40 of the Ministerial Ordinence concerning the performance requirements of port transportation facilities shall be provided in the subsequent article through Article 79, Public Notice Performance Criteria Common to Port Transportation Faciities Article 75 ‘The performance criteria common to port transportation facilities shall be such that port transportation facilities are appropriately located and have the required dimensions in consideration of the trip generation, the projected traffic volume, the environmental conditions to which they are subjected, smooth eonne with other traffic facilites, the utilization of other traffic facilities, and others so as to secure the safe and smooth traffic in the port. 913 ~TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN 2 Roads istorial Ordinance Performance Requirements for Roads Article 36 J The performance requirements for roads shall be as specified in the subsequent items: (1) Roads shall satisfy the requirements specified by the Minister of Land, Infrastructure, ‘Transport and ‘Tourism so as to ensure the safe and smooth flow of traffic within the port and between the port and the hinterland in consideration of the traffic characteristics in the port. (@) Damage due to imposed loads shall not adversely affect the continued use of the relevant roads without impairing their functions. 2 In eddition to the provisions of the preceding paragraph, the performance requirements for roads having tunnel sections shall be as specified in the subsequent items: (1) Damage duc to self weight, carth pressure, water pressure, and Level 1 carthquake ground motions, and/or other actions shall not adversely affect the continued use of the relevant roads and not impair their functions. @) Damage due to Level 2 earthquake ground motions, flames and heat from fires, and/or other actions shall not affect restoration through minor repair works of the functions required for the roads concerned. [Technical Note] ‘Tunnels Stability of facility Itis necessary to ensure the restorability in an accidental situation regarding Level 2 earthquake ground motion and flames and heat from a fire. This is specified considering the facts that when a tunnel is ‘heavily damaged as a result of the effect of the accidental situation, there are serious consequences on human lives, properties and/or social and economic activities and itis difficult to perform large-scale restoration work in the tunnel, Public Notice Performance Criteria of Roads Article 76 ‘The performance criteria of roads shall be as specified in the subsequent items: (1) In the case of a road which is used by many tractor-semitrailers and others, the tractor -semitrailers may be set as the design vehicle. (2) The pavement structure shall be appropriately specified in consideration of the traffic volume of special vehicles such as tractor-semitrailers and mobile cranes, G) The lanes and others shall satisfy the following criteria so as not to cause traffic congestion in the port area: @ The number of lanes shall be appropriately set in consideration of the projected traffic volume, which is determined by taking account of the utilization conditions of the port situated near the road concerned, and the design standard traffic volume, which is the maximum allowable vehicle traffic ‘volume per hour on the road. (b)The lane width shall be 3.25m or 3.5m in principle. Provided, however, that the lane width of 35 1m shall be the standard in the case where the traffic of large Vehicles is heavy, and the lane width may be reduced to 3m under unavoidable circumstances such as the constraints of topographical conditions and others, (©) A stopping lane shall be provided in the leftmost part of the road as necessary so that it may not hinder the safe and smooth passage of vehicles. @Roads that are exclusively used for pedestrians and bicycles shall have appropriate structure in consideration of the utilization conditions of the facilites ofthe port situated near the road concerned. (3) In case of the roads on which special vehicles such as tractor-semitrailers carrying tall containers, ~914~PART Il FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES mobile cranes and others are expected to travel the clearance limits ofthe road shell be appropriately set so as to secure the safe passage of these vehicles (©)Roads that are connected to the high earthquake-resistance facilities shall be appropriately routed so 2 to sccure the functions required for the facilities concerned in the aftermath of the action of Level 2 earthquake ground motions. (7) With regard to the structure, place and facilities of roads, the matters which are not prescribed in the ® Pr preceding items shal! be pursuant to the provisions of the Enforcement Regulations for Road Structures (Cabinet Order No. 320 of 1970) in consideration of the characteristics of the traffic generated in the port, [Commentary} (1) Performance Crit Lanes of Roads @ Namber of lanes 41) When verifying the performance of a road, the number of lanes may be set based on the values of the design standard traffic volume according to the type of the road shown in Attached Table 6. ‘Allacited Table 61_Design Standard Traffic Volume. f Design standard tai voh ay sign standard traffic volame ee (viele pee hou a Roads that connect port aod » atonal highway 650 Other roads 500 2) Setting of the number of lanes ‘The number of lanes of a road for which the design hourly traffic volume (to and from is less than the design standard traffic volume shall be two (one lane for each direction excluding climbing Janes, turning Janes and gear change lanes; hereinafter the same), and the number ef lanes of a road for witich the design hourly traffic volume exceeds the design standard traffic volume shall bbe a multiple of two which is 4 (two lanes for each direction) or mote. ‘The number of lanes of a road for which the design hourly traffic volume exceeds the design standard traffic volume may be determined based on the value which is calculated by dividing “the design hourly traffic volume for each direction” obtained by multiplying the design houtly traffic volume by the heavier-traffic directional factor representing directional characteristies by “the per-lane design standard traffic volume” shown in Attached Table 62. ‘Attached Teble 62 Perlane Design Stendard Traffic Volume: Type of Reed Perlane Design Standard Traffic Volume jae (vehicles pee hour) ‘Roads that connect a port anda national 600 highway ot. [ Other reads 330 [Technical Note] 241 Fundamentals of Performance Verification ‘When setting the design traffic volumes for the performance verification ofa road, the originating and terminating traffic volume may be generally estimated according (othe characteristics of the relevant port, by categoriaing the traffic volumes into the trafic volume associated with physical distribution in and around the port and the traffic Volume associated with the industries located in and around the port, the traffic volume associated with such facilites 25 green areas and marinas -915TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN. 2.2 Carriageway and Lanes () In goneral, itis preferable to set the numbers of lanes according to the sequence shown in Fig. 2.2.1. 9 Tiimation of is originating and terminating wafio volume L timation of the design ily walie volume 7 1 TEsimation of the design hourly tafe volume I Setting ofthe number of lanes by comparing the design hourly traffic volume with the design standard traffic volume Fig. 2.2.1 Example of Procedure for Setting Number of Lanes, (2) Estimation ofthe Originating and ‘Terminating Traffic Volume of a Road in a Post ® Basie principles for estimation {is preferable that the trip generation and attraction, wich isthe base for calculating the design traffic volume, be estimated according to the characteristics of the target port. In eddition, the originating and terminating traffic volume may be estimated by categorizing the trafic volumes into the traffic volume associated with physical distribution, the traffic volume associated with the industries located in and around the port, and the traffic volume associated with such facilites as green arcas and marinas. © Estimation method for the trafic volume associated with physical distribution (@ The taffic volume associated with physical distribution may be estimated using the basic units which are obtained from the past records or forecasts of the cargo handling volume inthe port (FT uni, apd the number of containers handled inthe port (TEU uni, Its referable to determine the basic units based onthe past records of the cargo handling volume and container handling volume in the ports of which characteristics fare similar to that of the target port and the actual records ofthe uaffic volume obtained from the actual condition survey data, and road traffic censuses. However, when it is difficult to estimate these basi units, the following estimation methods may be used as a reference. ‘The concept of sctting the coefliient here may also apply to the setting of other coefficients in the performance verification of roads. (8) Estimation method based on the cargoes handling volume in the port (FT/yeat) forthe ease of cargo other than. ‘containers 1) Estimation method using the total cargo handling volume in the port ‘The trip generation and attraction per year may be estimated using equation (2.2.1) based on the total cargo handling volume in the port (FT/yeas) atthe target year. ‘Trip generation and attraction per year (vehicles/year) = Total quantity of cargoes handled in the port - abe 221) where, ‘a4. coefficient for conversion into the number of loaded large vehicles which earries cargoes, which cover all commodity items 2 coefiicient for conversion into the number of loaded large vehicles which carries cargoes (vehicles/FT), which isthe reciprocal value of the capacity tonnsge per a large vehicle which ‘aries cargoes (FI/vehicle), on the assumption that most of the cargoes bandled in ports are transported by large vehicles. + coefficient for conversion into the number of all large vehicles the ratio of the number of all large vehicles including empties to the number of large vehicles ‘which carry cargoes. ©: coefficient for conversion into the number ofall vehicles ‘the ratio of the number of all vohicles including small and medium vehicles to the numberof all, large vehicles, ‘The reciprocal of ¢ represents the share of large vehicles. ~916-PART II FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES 2) Estimation method using the item-specific cargo handling volume inthe port In cases where the volume of certain cargo items are especially large, the annual tip generstion and sttaction par year may be estimated using equation 2.2.2) based on the item-specific cargo hendling volume in the port (F/yeds) atthe target year. Trip generation and attraction per year (vehicles/yeat) ~ {5 (argo handling volume by item in the port aj) be 222) where, 1: coefilient for conversion into the numberof lage vehicles which carry cargoes by item 8 cocflicient for conversion into the number of large vehieles which carries cargoes (vehicles! FT), which is the reciprocal value ofthe capacity tonnage pera large vehicle which carries item- specific cargoes (FT/vehicle), on the assumption that most of the cargoes handled in ports are transported by large vehicles, 1: cosificient for conversion into the numberof all large vehicles © coefficient for conversion into the number of all vebicles (9 Estimation method based on the number of containers handled in the port (TEU/yeat) (for the case of container cargoes) ‘The trip generation and attraction per year may be estimated wsing equation (2.2.3) based on the ‘of containers handled in the port (TEUyear) atthe target year. umber ‘rip generation and attraction per year (vehicles/yeat) fumber of containers handled in the port» (1~T,)F.B. BY be 2.23) where, T, : Transshipment ratio -Accoefficient to subtract the number of containers ransshipped atthe terminals from the number of containers handled in the port (TEUlyear) by the subtraction (1-7). Fe :Full container ratio ‘The ratio of the number of full containers to the number of non-transshipped containers, which is used to calculate the number of containers transported from the terminals to the hinterland. Bz 1 Extension coefficient to include the flow of empty eontainers The transport of a full container into or out ofthe port is always accompanied by the transport ‘of an empty conisiner. For this reason, 2, is used to convert the number of transports of full containers into the number of transports of both full and empty containers. The maximus value of 2.0is generally set for 2, but a smaller value raay be used in cases where itis expected thatthe container van transport becomes more efficient. For domestic trade containers, a value between 1.0 and 1.5 may be used for B, because empty containers are less transported. ‘6, : Coefficient for conversion into the actual number of vehicles which carry containers Inaport,20-feet containers and 40-fect containers are handled together, Normally the transport of a 20-fect container requires one vehicle, while the transport of a 40-fect container also requires one vehicle, For this reason, a is used to convert the number of containers expressed in the TEU unit (Le. twenty-foot equivalent uni) to the actual number of containers. ‘Ae: Coefficient for conversion into the nurnber of all container-related vehicles A coefficient to convert the number of vehicles which carry containers into the nuraber ofall Container-retated vebicles including the head vehicles and chassis tractors which do not carry containers. s+ Coefficient for conversion into the number ofall large vehicles ‘A coefficient to convert the number ofall container related vehicles into the number of ell large vehicles including ordinary large cargo vehicles. The coefficient ya has the following two coefficients according tothe conditions of the target area + For cases where itis assumed that an integrated physical distribution center isnot constructed + For cases where iti assumed that an integrated physical distribution center is constructed 8. + Coefficient for conversion into the number ofall vehicles ‘The ratio of the number ofall vehicles including small and medium vehicles to the number of all large vehicles. The reciprocal of, represents the occupancy rato of large vehicle. © Estimation method of the traffic volume associated with the industries located in and around the port (@) The trafic volume associated with the industries located in and around the port may be estimated Using the basi units which ere obtained from the past records or forecasts based on the Tot ares, total floorspace, and number of employees ofthe industries. Its prefereble to determine the basic units based onthe actual -917—TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN conditions ofthe industries in the ports which are similar to the examined target port sucl as the lot ares, total floor space, number of employees and the past results of traffic volume which are obtained from the actual condition survey data, and rond traffic censuses. However, when it is difficult to estimate these basic units, the following estimation methods may be used as a reference (&) Fstimation method using the basic units presented in the National Survey on the Net Movement of Cargoes (Physical Distribution Census) 3) ‘The traffic volume associated with the industries located in and around the port may be generally estimated using the staged estimation method shown in Fig, 2.2.2 ‘Assumption of the lot area and number of employees of the industry by type of business 4 © Estimation of the incoming and outgoing cargo volume (MT u ‘outgoing cargo volume per lot area (m’) by typo of business @ Estimation ofthe incoming and outgoing cargo volume (MT unit) using the basic unitsfor the incoming and. ‘outgoing cargo volume per one employee by type of business 4 Setting of the incoming and outgoing cargo volume (MT unit) through comparative examination of the estimation results of both @) the lot areas and @) the numbers of employees using the basic units forthe incoming and + | ~ stimation ofthe annual incoming and outgoing cargo volume by type of business (MT unit caried by automobile sing the automobile transport share by typeof busines and the following formule: ‘Anna incoming and outgoing cargo volume by ype of busines automobile) = ‘Anmual incoming and outgoing cago volume by typeof business automobile transport share I 4 Estimation ofthe annval incoming and outgoing cargo volume from the annval incoming and outgoing eargo volume carried by automobile (MT unit) using equation (2.2.4) or 2.2.5) Fig. 2.2.2 Estimation Method of the Traffic Volume associated withthe Industries Located in and around the Port based ‘on the "National Survey on the Not Movement of Cargoes” 1) Inthe case of an estimation intended forthe total value of all items: ‘Trip generation and attraction per year (vehicles/yent) £ G@nnual incoming and outgoing cargo volume by type of business (wansported by automobile transport) * aynbe @24) 2) In the case of estimation intended for the values by type of business (by item} ‘rip goneration and attraction per year (vehicles/year) = ( 3 (anna! incoming and outgoing cargo volume by ype of business (ransported by automobile) ay} be 225) where, ‘arg : coefficient for conversion into the number of loaded large vehicles which carry cargoes (intended forall items) A coefficient for conversion into the number of loaded large vehicles which carry cargoes (GehiclesM(T, which isthe reciprocal value ofthe capacity tonnage per a large vehicle which carry cargoes (MT/chice),on the assumption that most ofthe incoming and outgoing cargoes are transported by large vehicles, -918PART ll FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES ay, + covticient for conversion into the umber of loaded large vehicles which cary eargoes tended for the values by iter) AA coefficient for conversion into the number of loaded large vehicles which earry cargoes (Gehicles/MT), which is the reciprocal value ofthe cepacity tonnage por large vehicle which carry cargoes hy item (MT/vehicle) on the assumption that most ofthe incoming and outgoing cargoes are transported by lrge veces. :coefiicient for conversion into the number ofall large vehicles © coefficient for conversion into the number ofall vehicles @ Estimation method of the trafic volume associated with green areas, marinas and other facilities © The traffic volume associated with green areas, marinas and other facilities may be estimated using various basic units obtained from past results and forecasts. It is preferable to determine the basic units based on the size and capacity of the existing facilities which are similar to those of the terget facilities, and the past results of the traffic volume obtained from the field survey data, road traffic censuses and other sources. However, when it is difficult to estimate these basic units the following estimation methods may be used as areference, (b) Estimation method of the traffic volume associated with green areas ‘The traffic volume associated with green arcas may be estimated in terms of the peak daily traffic volume, usually using equation (2.2.6) and equation (2.2.7), Peak traffic volume per day (vehicles/day) = Number of peak users per day P,P, Oo ound tip trafic velume conversion coefficient 228) Number of peak users pr dey (persons) 1 7 =Total ares ofthe ren reas 0) [ ear geen mea perpen) Turnover number Return trip traffic volume conversion coefficient = 2 ean where, P,. : Utilization rate of automobiles to visit green areas Py, : Passenger vehicle conversion coefficient(=I / average number of boarding persons) (© Estimation method of the traffic volume associated with marinas The traffic volume associated with marinas may be estimated in terms ofthe daily trafic volume, usually using equation 2.2.8), Peak traffic volume per day (vebicles(day) ‘Round trip traffic volume conversion coefficient * Number of stored ships Peak daily utilization rate-Number of vehicles used per ship 228) @ Traffic volume associated with ferries - ‘With regard to the traffic volume associated with a ferry, it is necessary to estimate the peak hourly trafic ar volume intended for the maximum number of vehicles that disembark from the ferry. ‘The peak hourly traffic volume may usually be obisined using equation (2.2.9). The term “maximum number of disembarking vehicles in the operation cycle” stands for, for example, in cases where ferries operate several times a day, “the largest number of vehicles that disembark from 2 ferry during the day” or in cases where ferries operate several times a week, “the largest aumnber ofthat during the week”. eek traffic volume per hour (vehicles/how) = Maximum number of disembarking vehicles in the operation cycle (vehicles/hou:) 229) © Traffic volumes associated with other facilities It is also necessary (o set the traffic volumes associated with facilities other than those described above according to the characteristics of the target port @ Bstimation of the Design Daily Traffic Volumes for Roads in a Port © Outline of the 4-stage estimation method 919 -TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN (@) In general, when estimating the design daily traffic volumes, it is preferable to use the 4-stage estimation ‘method based on the incoming and outgoing traffic volume, which is a technique for traffic planning. The 4-stage estimation method isthe technique to estimate traffic volumes in 4 stages as shown in Fig. 2.2.3.9 Betimation of the incoming and outgoing traffic volume + Estimation of the distributed traffic volume 4 ‘Estimation of the trafic volume shared by each transportation mode 4 2 of the assigned traffic volume stim: Fig, 2.2.3 4-stage Estimation Method (©) Estimation ofthe trip generation and attraction In the trip generation and attraction estimation stage, the total trip number in the target area i firstly predicted, and then the trip generation and attraction (7,7) values forthe individual zones inthe target area are estimated. The ip generation and attraction in each zone are predicted using the base unit method and the regression models. For the road in a port, the method presented in (2) may be applied. (© Estimation of the distributed traffic volume In the distributed traffic volume estimation stage, the traffic volume between zone /and zone (Tj) is estimated by associating the incoming traffic volume for zone i (7) with the outgoing traffic volume for zone j (J), which were estimated in the incoming and outgoing traffic volume estimation stage, Models to estimate {he distributed traffic volume are generally classified into the current pattern method and the gravity model method. (@ Estimation of the traffic volume shared by each transportation mode ‘The third stage ofthe 4-stage estimation method is to predict the shares of each transportation mode such 8 and railway. However, in cases where only automobile transportation is premised from the beginning, this stage is omitted. (© Estimation of the assigned traffic volumes In tho assigned traffic volume estimation stage, the routes on which the previously estimated inter-zone traffic volumes occur are predicted. In this assigned traffic volume estimation process, itis necessary to set the network, the costs required for each route and the route selection criteria, ‘The assigned traffic volumes by nN cach route basically represent the design daily traffic volumes for the target road ® Considerations in estimation of design daly traffic volume in surrounding area as whole Firs, incases where the passing traffic volume which doesnot havea pointof origin or terminus the port is assumed tobe large it was considered necessary to estimate the design daly trafic volume based on a stage 650 (vehicleshour) 2.218) 2) Other roads Design hourly traffic volume (for both directions) (vehicles/hout) 3500 (vehicles/hour) 219) (#) Estimation of the design ditection-specific hourly traffic volumes ‘The design hourly traffic volume for the heavier-traflic direetion may be celeulated from the design daily traffic volume using equation (2.2.20), Design hourly traffic volume for the heavis ate direction (vehicleshour) ; Ky) B = Design dily traffic vlume for both direction) (ehicleshou (x2) 2.2m aii ign daily ( ons) (Bl) erm ‘D+ Rati ofthe talc volume inthe heavier talc direction tthe design hourly trafic volume (6) If the traffic volumes are analyzed on an hour-by-hour basis, it can be seen that the peskshour traffic volumes in both directions differ significantly. Ifthe numbers of lanes are set based on the total value ofthe design hourly traffic volumes in both directions, the serviceability ofthe road during the peak hour is low. Therefore, itis preferable to estimate the design hourly traffic volume for the heavier-traffic direction using the D value In addition, it is preferable to set the D value according to the charecteristics ofthe target ports {9 Determination ofthe number of lanes of one side ‘The number of lanes of one sie in the case of a mult-lane road may be set comparing the design houtly traffic volume for the heavier-trafc direction with the design standerd traffic volume for multi-lane roads which have 2 or more lanes in each direction described above. In principle the integer obtained by rounding up the result of the calculation with equation (2.2.21) or equation (2.2.22) shall be used as the required number of lanes in the heaviertraffc diceeton 1). Roads that connect port with 2 national highway ete: ‘Number of lanes in the heavier-traffic direction (lanes) sign hourly traffic volume for the heavier-traffic direction (vehicles/hous) 1 600(vehicles/hour/lane) 2.2.21) 2) Other roads: ‘Number of lanes in the heavier-trafiie direction (lanes) ‘=Design per hour traffic volume for the heavier traffic direction (vehicles/bous) 1 350(vehicles/houi/iane) (2.2.2) ‘The total numberof lanes of a road may be set by doubling the number of lanes obtained according 10 the above procedures, because the number of lanes of the road should be an even number except for special @ Estimation of the D value Procedures to estimate the D value in concrete way are as follows ; the estimation from results of continuous twaffic volume observations and the estimation from actual measurements taken on the routes with similar characteristics and traffic conditions. Actual procedures are shown below. (© Estimation method based on the actual measurements taken onthe similar roads or on the neighboring roads ‘Trafic Capacities of Roads” presents equation (2.2.23), which uses beaviertafie direction coefcients for =923-TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN the peak hour of the survey day to accurately calculate the difference between the traffic volumes in the two ‘opposite directions, thinking of the fact thatthe D value is almost constant during the heavy traffic hours. In equation (2.2.25), the passenger vehicle equivalent numberof vehicles (peu/hour forthe 2 opposite directions isused. D=100{max(2,.P,) /(P,+P,)} 223) where, ‘D+ Ratio ofthe traffic volume in the heavier-raflic direction to the design hourly traffic volume (24) P, :Treffic volume in the inbound direstion during the peak hour (pew/hour) P; : Traffic volume in the outbound direction during the peak hour (pow/hou) 2.3 Clearance Limits In the case of the port road through which itis expected that special vehicles and semi-trailer trucks carrying high ceube containers that are international ship containers with a height of 9 feet and 6 inches pass, the clearance limits shall be set appropriately rather than merely conforming to the Enforcement Regulations for Road Structures, because itis possible that to apply in the same clearance limits for ordinary roads to the port road would compromise safety. 2.4 Widening of the Curved Sections of Roads In the ease of the port road through which number of large vehicles pass, the curved sections should be widened appropriately according to the design vehicles, 2.5 Longitudinal Slopes {nthe case ofthe port road through which a number of large vehicles pass, the longitudinal slopes should be appropriately set according to the design vehicles, in careful consideration of the fact thatthe traveling speeds of vehictes tend 10 decrease asthe gradient increases and this may significantly reduce the traffic capacity of the road 2.6 Level Crossings In the ease of the port soad through which a number of large vehicles pass, evel crossings should be designed giving duc consideration to the behavior of large vehicles which have low driving performance such as the accelerating performance at start 2.7 Performance Verification of Pavements () Basie Fundamentals for Performance Verification ‘Cement concrete or asphalt pavement is generally used as the pavement of port road. Its generally preferable to verify the performance of cement concrete and asphalt pavements in accordance with the procedures shown in Fig. 2.2.5 and Fig. 2.2.6, respectively. | ee ‘ofthe actions on the pavernent Estimation ofthe distributions of the wheel GREE e ESE loads of moving vehicles ‘Examination of the stability against the surcharges ¥ ‘Examination of the depth of frost penetration depth ¥ Determination of the total thickness of the pavement ¥ Determination of the design ofthe joints Fig. 2.2.5 Example of Performance Verification Procedure for Cement Concrete Pavements ~924—PART FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES Determination of the design conditions (Design traffic volume for the unit section, with or without such vehicles as mobile cranes and traetor-semitrilers) Evaluation ofthe actions —_ Determination of the cumulative $ ton equivalent number of wheels ‘Examination of the stability against the surcharges ¥ [Exatnination ofthe depih of frost penetration depth ‘Delzmnivation of the total thickness ofthe pavement | ¥ Determination of the thickness ofeach part of the pavement Determination of the composition of the pavement Fig, 2.2.6 Example of Performance Verification Procedure for Asphalt Conerete Pevemonts (@) Performance Verification © The Guidetines for Designing and Constructing Pavements presen, asthe method of determining the thaffo volumes for srvetural design of pavements, @) the method based on the lage vehicle traffic volume and (@ the method based on the wheel loads of moving vehicles (#) Method based on large vehicle traffic volume "The method based on the large vehicle traffic volume is that based on the average traffic volume of large ‘vehicles (oumber of vehicles day - direction) during the design working life and is popularly used for ordinary road pavements, The Asphalt Paving Guidelines present the following cissification of design trafic volumes according tothe large vehicle traffic volume: L Traffic + the large vehicle trafic volume is less than 100 vehicles ‘A Traffic : the large vehicle trafic volume is less than 250 vehicles and not ess than 100 vehicles B Traffic : the large vehicle tafe volume is less than 1000 vehicles and not less than 250 vehicles CTraffic : the lange vebiele traffic volume is less than 3000 vehicles and not less then 1000 vehicles D Taff : the large vehicle taffic volume is 3000 vehicles or more In the Guit vehicles, ines, the tenn “large vehicles” stands for ordinary freight vehicles, buses and special (©) The method based on the wheel loads of moving vehicles “The method based on the wheel loads of moving vebicles is the method to estimate the size distribution of moving vehicles, ‘The cumulative Slon-equivalent number of wheels during the design working life is ‘aloulated from the numbers of moving vehicles for each wheel load range, taking into account the rates of ‘raffe volume increase. When converting the traffic volume (N) for the given wheel load (#) into the traffic ‘volume (Na) forthe 5-ton wheel loa, the so-called “fourth power method” shown in equation (2.2.24) is used, 224) where, ‘Nig: tree volume forthe Ston whee! load (vehicles/éay) Py: whee! load (kN) 1N, tafe volume (vchiclesday) ® The method deseribed in (@) above is simpler than the method described in (b). However, in cases where ‘Sroumatances require, such as where tis expected that heavy veicles such as sem-traierteucks and mobile Granes go through, i is preferable (apply 8) in which the properties ofthe traffic can be considered. ~95-TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN. References 1) Takahashi, H: Study of designing roads in the port stea A stendard for designing roads in the poxt area : A proposal, Research Report of National Institue for Land and Infrastructure Management No.21,2005 2) Information Management Department, policy Bureau, Ministry of Lead, Infrastructure and Transport: Port Statistics ( 2002), 2004 3) Minisity of Land Infiastructae and Transport (MLIT): Survey Report of National Cargo NetFlow, MLIT, 2002 4) Taaiic survey ban transport Buteau, Ministry of Construction: Manual for planning of transport related 1 large scale development zones, Gycee, 1999 5) Japan Port Association, Manual for development of port green belt, Japaa Port Association, 1976 6) _ SCE Baltion: Transport Planing, New Series Civil Engineering 60, Giko-do Publishing, 1993 7) Japan Road Association: Traffic capacity of roads, Japan Roads Associstion, 1984 8) OKUDA, K, MURATA, T. aad OKANO, H.: An Analysis on Characteristics of the Road Thflic ia Port Area Based on the ‘Yearly Trafic Observation, Technical Note of PARI Na.#76, 1997 9) YSCE: Concrete Standard Specifications, Specifications for concrete (Pavemen'), 2002 10). Japan Rosa Association: Guideline for design and construction of pavement, 2001 926 ~PART Il FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES 3 Tunnels Constructed by the immersed Tunnel Method Ministerial Ordinance Performance Requirements for Roads Article 36 1 The performance requirements for roads shall be as specified inthe subsequent items: (1) Roads shall satisfy the requirements specified by the Minister of Land, Infrastructure, Transport and ‘Tourism so as to ensure the safe and smooth flow of traffic within the port and between the port and the hinteriand in consideration of the traffic characteristics in the port. @)Damage due to imposed loads shall not adversely affect the continued use of the relevant roads without ‘impairing their functions. 2 In addition to the provisions of the preceding paragraph, the performance requirements for roads having ‘tunnel sections shall be as specified in the subsequent items; () Darnage due to self weight, earth pressure, water pressure, and Level 1 earthquake ground motions, and/or other actions shall not adversely affect the continued use of the relevant roads and not impait their functions @ Damage due to Level 2 earthquake ground motions, flames and heat from fires, and/or other actions shall notaffect restoration through minor repair works of the functions required for the roads concerned, Public Notice Performance Criterion of Underwater Tunnels Article 77 1 The performance criteria of underwater tunnels shall be as specified in the subsequent iterns: () Underwater tunnels shall be covered with an appropriate material of the required thickness so as to secure the integrity ofthe structural merabers and the stability oftheir structures against dropping and dragging of ship anchors, scouring of seabed by waves and/or currents, and others. (2) Underwater tunnels shall be equipped with the control faci use, @) The degree of damage owing to the actions of Level 2 earthquake ground motions, and fires and heat by fires, which are the dominant actions in the accidental action situations, shall be less than the threshold level. 2 In addition to the provisions of the preceding paragraph, the performance criteria of underwater tunnels shall be as specified in the subsequent items; (D The risk of failure due to insulficient bearing capacity of the foundation ground under the permanent action situation, in which the dominant action is self weight, shall be less than the threshold level. (The risk of impairing the integrity of structural members under the permanent action situation, in which the dominant action is earth pressures, shall be equal to or less than the threshold level @) The risk of floating-up of the immersed tunnel elements, ventilation facilities and shafts under the variable action situation, in which the dominant action is water pressures, shall be equal to or less than, the threshold level (@) The risk of impairing the integrity of structural members and losing the stability of immersed tunnel elements, ventilation facts, shafts, joint sections and others under the variable action situation, ‘which the dominant action is Level I earthquake ground motions, shall be equal to or less than the threshold level. ies necessary for their safe and smooth [Commentary] () Performance Criteria of Underwater Tunnels ® Common items for ll underwater tunnels @ Covering (usability) 927TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN. ‘When determining the covering material and covering thickness in the performance verification of, ‘an underwater tunnel, appropriate consideration should be given to the stability of the underwater ‘tunnel against uplifting, the effects of the penetration of anchors caused by casting and dragging from ships navigating over the underwater tunnel and the scouring of the covering sections due to water flows and waves. (8) Accidental situations (restorability) 1) The settings ofthe performance criteria common to underwater tunnels and the design situations limiting to accidental situations are shown in Attached Table 63. [The reason why setting “damages” as the verification item in the Attached Table 63 is that it aims to describe in a comprehensive manner considering that the verification items vary depending on the structure and structural type of the facility} Attached Table 63 Seltings relating to the Design Situations limling to Accidental Situations and Performance Criteria Common to All Underwater Tunnels VECET Tov net Desig sation al |e Fevermance erigeion tom | Tax cf sandrd S12] al feguemenis Non. | Verification item | ae a) ela) a] al Sinan | —Dontaingectin | en [2] -]r] 1 [3 [Resiorabitity | Accidental flames and boat dee to - [Damages F Ee x]2 pe Ieaiaake pomnd [Sarg ltr eps, [srcharpes 2) Flames and heat due to fires ‘When verifying the performance of an underwater tunnel in the accidental situations of flames and heat due to fires, the action of flames and heat due to fires should be appropriately set according to the types of vehicles which are expected to go through the underwater tunnel, and the members of the underwater tunnel should be covered with refractory material as necessary. @ Immersed tunnels (serviceability) @ The performance criteria of immersed tunnels shall be pursuant to the performance criteria common tounderwatcr tunnels, ‘The settings ofthe performance criteria for immersed tunnels and the design situations (excluding accidental situations) are shown in Attached Table-64, Attached Table 64 Soltings relating to the Design Situations (excluding aceldental situations) and Performance Criteria of Immersed Tunnels % ai Note sign situation ala Indo of g | By By Fecgmnce Veeifaionitem | suntan tint q E] B] SPT") stain [ocminning sein] Nowdominating vaise [3s 77 | 2 | 1 | Seeviceability| Permanset [Self weight Water pressures earth Bearing capacity ofthe pesucs surcharges [foneaion ground wpa fa [ern pressures Selfweigh voter —[Soundacss of weno [= esses, sucearses| 3 Variable [Water presuree |Seifweigh, earth pling ftmaroed resus, surenarges noe lent [eaiton fies and [sane 3 [Cieacinguate — |SeiPweigi, ean Stay oftmmersed |= [sound motion Joressurs, water” nme element, sure, stehargos| vention fies and i pate [Soundness of members [= [teil of jin rections |= ~928—PART] FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES (b) Soundness of members When verifying the performance of members of an immersed tunnel, the performance criteria of their soundness should be appropriately set according to the structure of the immersed tunnel and the materials of the members. © Stability of immersed tunnel elements, ventilation facilities and shafts ‘When verifying the performance of immersed tunnel elements, ventilation facilities and shafts of an immersed tunnel, the performance criteria of their stability should be appropriately set according to the structure of the immersed funnel @ Stability of joint sections ‘When verifying the performance of joint sections of an immersed tunnel, the performance criteria of their stability should be appropriately set according to the structure of the immersed tunnel and the materials and structures of the joint sections. The stability of joint sections chall include securing of ‘waterproof property of joint sections, (Technical Nota} 34. General (The explanations in this section may be used for the performance verifications of tunnels constructed of roads in 2 port by the immersed tunnel method (hereinafter referred to as immersed tunnels), For tunnels of other use or ‘other type, itis necessary to apply other relevant standards, @)In the performance verifications of immersed tunnels for port roads, The Technical Manual for Immersed ‘Tunnels 9 may be used as a reference. Whea making e gencral study on the design, febrication and construction of the immersed tunnel method, Reference 2) may serve asa reference, In addition, when examining the seismic- resistant performance, it is preferable to use Reference 3) asa reference, ‘Ventilation tower Ventilation tower Landtunne!_Jopen-cit section | section Immersed tunnel section Immersed tunne] Fig. 24.4 Defritions of immersed Tun solaled Terms 3.2. Fundamentals of Performance Verification (Q) The location, alignment, and cross-sectional profile of an immersed tunnel shall be appropriately set according t0 ‘the use condition, the natural conditions of water area where the tunnel is constructed. (@) When determining the exes section ofan immersed tonne, the tafe volume of vehicles, the ratio of large vehicles ill vehicles, the need fora sidewall, the need fora bioyee track, th types of cables and pipes i utility ducts, transport of hazardous materials, the existence or nonexistence of toll gate and the connections with other roads should be examined in advance. Sullicient consideration should elso be given to the future development plans of other related facilites incuding those concerning the possibilty of deepening waterways above the immersed tunnel. In addition, it is also preferable to study adequately the future wilization plan, because itis difiult for an immerzed tonne to enhance it functions such as widening ofits width once it has been completed (@) tt pedestian and bicycle tacks are to be installed, due consideration should be given towse bythe elderly and the physically handicapped persons, 929 ~TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACITIESINIAPAN (@) Main body of an immersed tunnel shall bea fireproof'structure, and safety fecilities ond equipment, and evacuation passages for use under fire shall be provided. In addition, evacuation passages and emergency telephones for use in the event of an accident or # disaster should be provided as necessary. (5) The fongitudinal stope of an immersed tunnel may be made as steep as possible within the restriction of design speed for the road to enable reduction of construction cost in general. However, consideration should be given to the fact that smoke and dust concentration in the exhaust gas of vohicles increases rapidly as the slope becomes steeper, thus raising the cost of ventilation equipment, (©) Immersed Tunnel Elements © The stractoral types of immersed tunnel elements aze classified into steel shell type, reinforced eonerete or prestressed concrete type, and compesit or hybrid type. The most appropriate structure shouldbe selected in light of thei individual characteristic. © A stec! shetl type immersed tunnel element is constructed by building the steel shell Gist and then filling the inside space of the shell with concrete. ‘The loads that act on a completed steel shell type immersed tunnel clement are basically borne by the reinforced concrete in the steel shell. Concrete type immersed tunnel ‘elements also have a covering made of thin steel sheet for protection and waterproofing. Therefore, there is ro clear essential difference between these two types. Itis considered that in a composite type, concrete and steel sheet are integrated with shear connectors and that not oaly the conerete but also the steel sheet bears the loads © Stoel shell type immersed tunnel elements require a large amount of steel, but do not always require a dry dock because they can be constructed in a shipway. On the other hand, conerete type immersed tunnel elements do not require a large amount of steel, but do require a deep dry dock. When selecting the type of an immersed ‘tunnel element in a specific case, consideration should be given to the fabrication yard, economical efficiency, ‘and consteuctability, @compositetype elements, particularly tha of stel-conorete combined structure, may be desigmed andconstrcted according to the ferences 4) and 3) (7) Management Facilities and Equipment ‘Management facilites and equipment include the facilites and equipment for ventilation, emergency, lighting, ‘lectric-power, security and measurement, monitoring and control, and drainage. In cases where a ventilation tower is constructed a8 a ventilation facility, itis necessary to allocate functionally the ventilation equipment, clectrical equipment, control equipment and other ancillary equipment. Is also necessary to install connection {ducts that connect the ventilation tower with the main body of the tunnel, inlet ports and exhaust ports so that efficient ventilation may be achieved, 3.3. Determination of the Basic Cross Section (1) Immersed Tunnel Elements © ‘The top surface of immersed tunnel elements shall be covered with appropriate material ofthe required thickness ‘so that the structural safety of the elements may be ensured taking into consideration the penetration depth of anchor caused by casting and dragging of ship's anchor, the frequencies of anchoring and dragging of anchor, the buoyancy ofthe tunnel, and the scouring due to waves snd water flows, In principle itis preferable thatthe ‘thickness of the cover layer, which includes the thickness ofthe concrete layers to protect the upper slab, is 1.5mm or greater © The depth of immersion shall be set appropriately in consideration of any future plan of deepening of the water in and around the tunnel © The structural type and the length of an immersed tunnel element shall be determined in consideration of tho sectional forces, the joint structure, the size of the fabrication yard, the tunnel element installation and joint cconstruction methods, and the economical efficiency of the immersed tunnel structure including joints. In general, an immersed tunnel element length of around 100m is employed. @ Im accordance withthe structure of an immersed tunnel element, fireproof material may be required. In such the thickness of fireproof material shalt be considered in determining the dimensions of inner cross of the tunnel © Ventitation Towers © The structures of the ventifation towers for an immersed tunnel need to be studied with an appropriate method corresponding to the characteristics of the facilities and grounds. © vent electrical facilities and equipment, and control facilities and equipment should be installed = 930PART FACILITIES. CHAPTER 6 PORT TRANSPORTATION FACILITIES {unctionally in a ventilation tower. Its structure should be equipped with inlet and outlet ports for efficient ventilation as well as with connecting ducts tothe immersed tunnel itsele © Sutcen space shouldbe provided inside a ventilation towers that monitoring, inpection, and mine epi of ‘he installed equipment canbe performed smash. Sn particular, large componcats suck ss voronen eee should beso designed that her transport int an ou ofthe tower easly rate @ The locotion and structure of inlet ports should be such thatthe intake of exhaust gas from the outlot or from the entrance of the tunnel is kept as little as possible. © The location of outlet ports should ensure that concentration of exhoust ges atthe ground level remains under a tolerable evel, © A shaft generally doubles a ventilation tower, ut they canbe seperated © A venttation tower has the ventilation function and iis preferable that sufficient consideraion is given tothe 4esign ofthe ventilation tower in harmony with the surrounding landscapes, (@) Access Roads © The structure of access roads shell be designed with due consideration tothe trafic under planning, natural ‘conditions, social conditions, construction methods and construction cost, © the road surface elevations of the entry and exit sections of an access road should be determined taking into consideration the connection with other roads, the elevation of the neighboring grounds, the iofitration of ‘seawater or river water during storm surges, and the longitudinal gradient of en immersed tunnel, at 3.4 Performance Verification (@ Examination ofthe Stability ofthe Immersed Tunnel Section © Nisha be standard to exemine the structural stability ofthe immersed tunnel section i both the longitudinal ‘and transverse directions of the tunnel. © When examining the stability in the transverse direction of the immersed tunnel, its main body may be generally regarded ts rigid frame structure. In the longitudinal dizection ofthe immersed tunnel, its main body may be regarded as a beam supported on elastic springs ofthe ground ® Wher the foundation as the sufficient capacity to support the weight of the immersed tunnel including the soll on its top should be examined, Due consideration should also be given tothe settlement of foundation. ® Ground motion can be transmitted to the immersed tunnel from every direction. However, in the performance verification, the tunne! is usually examined for two directions; the transverse direction, in which the tunnel is subjected to the maximum flexural moment and shearing force, and the longitudinal direction, in which the ‘tunnel is subjected to the maximum axial force © An immersed tunnel can be constructed in a soft ground. In such 2 ease, it is ‘necessary to confirm that no sliding will occur in the surrounding ground when subjected.to ground motion. In addition, it is necessary to perform analyses and evaluations to ensure stability against liquefaction. © Appropriate materials should be selected for filling considering the safety against settlement and surficing, liquefaction duc to earthquake, and maintenance dredging to keep the depth of nevigation channel. © An immersed tunnel is # structure under the seabed end is often constructed in soft ground, Sufficient ‘examination should be made so that its functions should not be Tost due to water seepage from cracks or joins. (@) Examination ofthe Stabili ty of Immersed Tunnel Fements © Semmersed tunnel elements shall have safe structure in consideration ofthe following factors as necessary. (0) watertight capabiiyy (0) cracking ofthe concrete © epliftng ofthe element body due to buoyancy after installation (@ ventilation and disaster prevention functions (© other fonction attached inthe immersed tunnel elements @ is preterabie to apply weterproof coating onthe circumference ofthe clements to make assurance double sure on watectighinss -981-TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES INAPAN. @) Examination of Joints © Joints of an immersed tunnel shall have safe structure against the stresses generated by the action of ground ‘motion © The location and structure of joints of immersed tunnel elements are normally determined in consideration of the size of fabrication yard, shifting of waterways, capacity of construction machines, uneven settlement of the foundation after completion, and influence of temperature variation. However, the location and structure of joints are also important factors in assessing the earthquake resistance of an immersed tunnel. Thus, the ‘earthquake resistance needs to be adequately examined when determining the joint location and structure. @ A joiot between an immersed tunnel eloment and a ventilation tower should also be analyzed and evaluated adequately in the same manner as in the case of joints between immersed tunnel elements. @ Immersed tuane! joins are genealy classified info two structural types: “continuous structure” which has the same stiiness and strength as those of the cross sections of the immersed tunnel elements soe to endure deformation, strain during the permanent actions, earthquake and other actions; and “flexible structure” which has the sufficient flexibility to absorb the deformations during the permanent actions, earthquake and other actions © The water pressure connection method andthe underwater conerete cating msthod ate populares the connection ‘method for connecting iamersed tunnel elements together underiater and making the primary water sealing In recent years, the water pressure connection method has been used more than the underwater conerete casting method © For joints ofthe last part of an immersed tunnel, the dry work method, the waterproof panel method, the \Vebioek method, andthe key slement method have been proposed. Its preferable o determine the method in consideration ofthe locaton, structure, constrction method, and workability. 3.5 Structural Specifications: (1) Immersed tunnels shall be equipped with the following facilities as necessary: (©) ventilation fai @) emergency facilities 9) ighting equipment €@) electric power faci (6) security and instrumentation equipment (6) monitoring and control facilities (7) drainage faitties @) Ventilation is essential for preventing the adverse effect of exhaust gas from motor vehicles on the air inside tunnels. Although natural ventilation may be sufficient for short tunnels, ventilation facilities shall be installed for immersed tunnels of roads in a port. References 1) Coastal Development Institute of Technology : Technical Manual for immersed tunnel (Revised Editon), 2002 2) Kiyomiye, T, K. Sonoda, M. Takahashi: Design and construction of immersed tunnels, Gii-do Publishing, 2002 3) Earthquake Engineering Committe, Sub-committee on Karthquake-resistant performance of tunnel, Barthquake-s design of tunnel and problems, 1998 4) Coastal Development Insitute of Technology: Design of steel-conerete sandwich structure type immersed tunnels and construction of high-Auidity conerete, 1996 5) Coastal Development Institut of Technology: Manval forthe construction ofhigh-Auidity Silling concrete thats constructed ith simottancous use of vibrator and that is designed for the use for steconcrete saadwich structure type immersed runnels,2004 stant 932-PART Il FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES 4 Parking Lots Ministerial Ordinance Performance Requirements for Parking Lots Article 37 ‘The performance requirements for parking lots shell be as specified in the subsequent items (1) Parking lots shall satisfy the requirements specified by the Minister of Land, Infrastructure, Transport and Tourism for the safe parking of vehicles without hindering port utilization and the safe and smooth flow of traffic, @Damage due to imposed load shall not adversely affect the function and continued use of parking lots, Public Notice Performance Criteria of Parking Lots Article 78 1 The provisions in items (I) and (6) of Article 76 shall be applied to the performance erteria of parking lots with modification as necessary. 2 In addition to the provisions in the preceding paragraph, the performance criteria of perking lots shall be such that the size, location and layout of parking lots are appropriately set in consideration ofthe utilization conditions of the facilities concerned and the surrounding area, and others. [echnical Note) 44. Examination of Size and Location of Parking Lots (2) The size and location ofa parking lot shall be determined so as not to pose any obstacle to the use of por facilities and the smooth road traffic, in consideration ofthe traffic generated in a port and the condition of roads in the vicinity. (2) A parking lt shall not be located on a road. If topographical conditions or other reasons necessitate a parking lot ta be located ona roads the size and location of parking lt shall satisfy the following requirements: ‘Oe shall not be located on 2 oad connecting a port and a mejor inland highway. @ It shall not be located ata place which may hinder vehicles from going in and out the cargo handling area or sheds. @ ie shal not be Tocated at «place adjacent to a dangerous cargo handling ates, unless there are unavoidable reasons including topogrephical conditions. {@) The width of roadways in the parking lot, the size of parking stalls, and the width of roadways forgoing in reverse and turning into parking stalls shall be determined appropristely according to the type of cars using the parking lot, the parking angle, and the parking method. 4.2 Performance Verification () Design Vehicle When setting the design vehicle in the performance verification, not only special vehicles including tractor. semitrailers and new standard vehicles but also vehicles carried on ferries, RORO vessels, PCC ships may be selected as the design vehicle. @) Size and Location ® When verifying the performance of a parking lot, it is necessary to determine its size end location so that the originating and terminating trafic from the objective parking lot may not hinder the smooth traffic in a port, siving proper consideration to the parking demand generated accompanying the anticipated port activities and the utilization circumstances ofthe surrounding roads. ® Location In principle, parking lots shall not be located om roads taking into consideration the characteristics of the traffic in a port. Provided, however, that in cases where a parking lot has to be located on a road because ‘of unavoidable reasons including topographical constraint, the objective parking lot shall set the following 933 -TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN rroguiroments regarding disposition as necessary: * ‘The parking lot shall not be located on arterial roads that connect the port with an inland ares. + ‘The parking lot shall not be located at a place which may hinder vehicles from going in and out the cargo handling area or sheds. + ‘Tho parking lot shall not be located at a place adjacent to a dangerous cargo handling area. (@)Perking Lots for Mooring Facil © A puking lot for mooring fies for ferties should ave scien spac aking nto consideration he number of vehicles cared on the relevant frre, the wilization rate and the concentration rate s0 ant to make the neighboring tafe conditions worse, ies for Ferries © When determining the area ofa parking lot, itis preferable to consider the following factors: @) the number of berths (& the number of vehicles cazried on a ferry (both the number of passenger cars and trucks) © the arrival and departure intervals of ferries and the loading and unloading time @ the arrival patterns of vehicles (patterns of both passenger cars and trucks) © the operation system of a parking lot ® The arca of a parking lot on a ferry wharf is sometimes determined by multiplying the area of SOm®required to park an 8-ton vehicle by the maximum number of 8-ton- equivalent vehicles carried on the ferry which uses the ‘wharf. In addition, itis also necessary to take into account the ratio ofthe vehicles which are transported on the fetries without a driver and the ratio of trailers. References 1) Japan Assocation of ear park engineers: Car Park Manual, 1981, (additional Materia 1990 2) Japan Road Association: Guideline and commentary for Design and construction of ca park, 1982 3) Japan Road Assocation: Commentary of enforcement regulations for road structures and application, Maruzen Publishing, execution, pp.623-631, 2008 ~934-XR PART iW FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILINES 5 Bridges Ministerial Ordinance Performance Requirements for Bridges Article 38 1 The performance requirements for bridges shall be 2s specified in the subsequent items: (D Bridges shall satisty the requirements specified by the Minister of Land, Infrastructure, Transport and Tourism so as to ensure the safe and smooth flow of traffic within the port and between the port and the hinterland in consideration of the characteristics of traffic in the port. (2)Damage due to self weight, variable waves, Level 1 earthquake ground motions, imposed load, winds, and ship collisions, and/or other actions shall not adversely affect the continued use of said bridge ‘without impairing its fonction. {G) Bven in cases that the Functions of bridges arc impaired by damage due to Level 2 earthquake ground motions, such damage shall not have a serious effect on the structural safety of the bridges. Provided, however, that as for the performance requirements for bridges which requires further improvement in earthquake-resistant performance due to environmental, social conditions and/or other conditions to which the bridges concerned are subjected, the damage shall not adversely affect the restoration through minor repair works of the functions of the bridges concerned. 2In addition to the requirements provided in the preceding paragraphs (1) and (2), the performance requirements for the bridge constituting @ part ofa road which is connected to high earthquake-resistance facilities shall be such that the damage duc to Level 2 earthquake ground motions and other actions do not affect restoration through minor repair works of the functions required of the bridge concerned in the aftermath of the occurrence of Level 2 earthquake ground motions. Provided, however, that as for the performance requirements for the bridge which requires further improvement in carthquake-tesistant performance due to environmental, social conditions and/or other conditions to which the bridge concerned 4s subjected, damage due to said actions shall not affect the restoration through minor repair works ofthe functions of the bridge concerned and its continued use. Public Notice Performance Criteria of Bridges Article 79 ‘The performance criteria of bridges shall be as specified in the subsequent items: (In the case of a bridge which overpasses the facilities to which the Technical Standards apply or equivalent facilities, the piers, girders, and others of the bridge shall be installed in such a way that they do not adversely affect the safe and smooth use of respective facilities. @)Fenders shall be provided as necessary to prevent the damage to piers that may be caused by the collision of ships. ) The degree of damage owing to the action by collision of a ship, which is the dominant action ia the accidental action situation, shall be less than the threshold level. [Commentary} (1) Performance Criteria of Bridges @ Bridges associated with a road that connects to a high earthquake-resistance facility (restorability, serviceability) Performance criteria shall be set to secure restorability against accidental situetions associated with Level 2 earthquake ground motion. Tn addition, it shall also be set for the bridge which is required 10 have enhanced seismic resistance according to the natural and social conditions surrounding the objective bridge to ensure serviceability, Provided, however, that serviceability is a performance requirement regarding the functions which are required of the bridge after itis subjected to the action of Level 2 earthquake ground motion, and is not the performance requirement regarding the original functions required of the bridge in ordinary conditions @ Accidental situations where the dominating action is the collision of ships against the bridge Gerviceability) 935TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN “The settings relating to the performance criteria and design situations limiting to accidental situations for bridges are shown in Attached Table 65, Damages are set as the verification item in Attached ‘Table 65, because verification items vary depending on the structure and structural type of the relevant bridge. Aitachod Table 65 Settings relating tothe Performance Criteria and Design Situations Common to All Bridges Winer TS Tasco Oxizn sion 7 z Inst a] 4 ela] € ele: Nendoninning | Yetta ten | st ie #) 3} 2/2] el elm Sinan [Doninating eon) Novdsitne wie 38/1 [3 |] 1 | 5 | Serviceatitiny| Accidental [Collision ofships |Self weight, earth [Damages r Jagainst the bridge |pressures, water Wess [Technical Note} 5.1 Fundamentals of Performance Verification (1) A bridge erossing over the space above any waterway or basin shall meet the following requirements: © The bridge girders shal be construciéd at an appropriate elevation above the highest high water level to ensure safe navigation of ships. © The bridge piers shall nether be located near the waterway nor obstruct the navigation of ships, unless the safety of navigation is ensured otherwise. ® Indicators or signs shall be posted as necessary to prevent ships from colliding with the bridge girders or piers. (2) A bridge crossing over the space above any mooring equipment or cargo handling facilities shall meet the following requirements W The location of piers and the elevation of girders shall be set appropriately so that they may not obstruct the safe ‘and smooth use ofthe mooring or cargo handling facilities, @ indicators or signs sal be posted as necessary o prevent cargo handling equipment and vehicle from clliging withthe bridge piers or girders, 6) The base level for indicating the bridge height above the water surface shall be the nearly highest high water fovel. The nearly highest high water level as the reference water level was adopted in response to the decision by the International Hydrographic Organization (IHO) saying that “when graphing the height of a bridge over a navigable waterway, it must be indicated the minimum vertical clearance height.” (4) The design of «bridge should take into consideration the Future situation of the activities in the area when there is any areal development plan, (6) When determining the clearance for the case where abridge is constructed overpassing.a ship navigating waterway, the following factors should be taken into consideration: @ Height between the water surface and the highest point ofthe navigating ship @ Tides © Tita of ships © Wave heights © Payeologia tects on ship crew ‘The clearance ftom the neatly highest high water level sould be determined by adding an allowance which is seeking into consideration the sbove-mentionee factors tnd othe teevant factors tote eign between the water surface andthe behest point ofa navigating ship. Inthe case of abridge located in river mouth are, i is preferable o pay full tention tothe design river high-water level as vel “The height Between the water surface and th highest point of @ navigating ship should be determined appropriately onthe studies regarding actal conditions and ftir trends o the ships entering the prt, because itvares widely depending on the ship type, and shipsize. A study case onthe ship height by Takahashi eal! may be used a a reference. =936- a_PART I FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES When determining the eiesrance fora bridge erossing over the space above high-valiage power transmission lines, more sufficient allowance should be required to prevent the electric discharge. When planning @ bridge near an sirport, ful attention should also be paid to the restricted surfaces laid down by the Aviation Law (As for the scenery of a bridge, sufficient consideration should be given tothe topographic features of the relevant pport and the characteristics of the landscape consisting of major fzcilities in and around the port (1) Bridge piers and girders ‘When examining bridge piers and girders in the performance verification of a bridge: the height of the girders should be set at an appropriate height from the nearly highest high water evel to ensure the safety of ships which ‘navigate under the relevant bridge and that indicators and signs should be installed as necessary to prevent the collision of ships that navigate under the relevant bridge, cargo handling equipment, and vehicles against the piers and girders, 5.2 Ensuring of Durability | () Examination of bridge structure and selection of structural materials shall be made appropriately in éousideration of the natural conditions surrounding the bridge. @) Painting or other measures should be adopted for steel bridges to prevent or reduce the corrosion of the steel ‘members as necessary. ) When verifying the performance of concrete bridge, itis necessary to appropriately evaluate timewise changes in E the performance duc tothe deterioration ofthe superstructure and substructure caused by salt injury. Performance Verifications of concrete bridges may follow Chapter 2, 1.1 General @ Sait content usually comes fying through sea breeze and sea water splashes and adheres tothe bridges in waterfront aress, Therefore it is necessary to pay attention to the fact that the steel members ofthe steel bridges in waterfront | areas are more corrosion-prone than those of stel bridges located in inland areas. 5.3 Performance Verification of Fenders (D Consideration should be given to protection of the bridge pier and reduction of damage as a result of impact by installing fenders on bridge piers as necessary which absorb the impact force at the time of co (2) Itis preferable to maintain fenders in good location. ©) When verifying the performance of a fender fora bridge pier, it should be ensured that the fender has sufficient functions atthe time of collision of a ship taking into consideration the following collision conditions and fender performance, and that it also has sufficient functions against the actions of waves, water flows, © Design sip tobe considered: type and size © Collison speed: navigation specd or drift speed © Mode of collision: bow collision or hull collision © Allowable dgplacement forthe ship and the fender ‘With regard othe type and size ofthe design ship, itis preferable to determine the maxiraum ship size by skip ‘ype based onthe investigation on navigating ships inthe Sea area where the brigge i ob constructed and fo determine the ship sie aking into consideration the damage ofthe ship tthe time of olision of small ships 68 necesrary, The collision speed is usualy determined based onthe ship treffi conditions andthe low conditions of the waterway. The made of collision of ships is usually determined based on the navigating conditions around the pier foreach ship type and each ship size (6) The performance offenders may usually be verified assuming the absorption ofthe ship collision energy for bow collisions and bull collisions as fellows: © inthe case of bow collision, the colision energy is absorbed by the sum ofthe displacement of the fender and the crush displacement ofthe bow. i: ® In the case of a hull collision, the collision energy is absorbed by the displacement of the fender. {@) With regard tothe kinetic energy of the collided ship, Part Il Chapter 8, 2.2. Actions Caused by Ship Berthing may be used as «reference. Provided, however, that for bow collisions, the eccentricity factor Cy and virtual mass factor Gy may usally be cet tO and 1.1 respetively, andthe sip Sexbiity factor C, 0d ‘ridge per shape factor C, may usally be seta 10 937TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN (b) The energy absorbed by the displacement of the fender may usually be obtained based on the following, concept 1) The energy absorbed by a rubber fender nuy be obtained based on the displacement restora characteristics ofthe rubber fender. 2) The energy absorbed by @ wire rope type fender may be obtained from the relationship between the clongation and tensile strength of the wire rope 3) The energy absorbed by the crush displacement ofthe bow in « bow collision may be obtained from the relationship between the bow load and displacement. (© In cases where consideration should be made so thatthe hull of a small vessel may not break atthe time of collision, it is preferable that the reactive force of a fender at the time of collision is smaller than the bow strength forthe bow collision and smaller than the hull strength for the hull collision. 1f tis assumed that the maximum collision force is distributed across a sufficiently wide area ofthe exterior plate ofthe ship side hull, that it uniformly works on spreading tothe distance between the rib centers and above, and that both ends of the exterior plate are fixed and plastic hinges come into existence at both ends of the exterior plate the design ship bull steength of steel ship may usually be calculated using the following equation." ry, : ship bul strength (N) 4, Yield stress for steel members (N/in®) 1: thickness ofthe exterior plat (3) S_:distance between rib centers (m) Poisson's ratio A. contact area(m?) ‘The strength ofa steel fender may be abtained from the strengths of the members that comprise the steel fender. The design value used in the equation may be calculated using the following equation: Ong =F. 642) References 1) pon Rosd Assocation: Spocitications and Commentary for Highway Bridges, General, Maruzen Publications, 2002 2) Iapen Road Association: Specifications and Commentary for Highway Bridges, See! Bridges, Maruzen Publications, 2002 3) Japan Road Associaton: Specifications and Commentary for Highway Bridges, Concrete Bridges, Maruzen Publications, 2002 4) pan Road Assocation: Specifications and Commentary for Highway Bridges, Subsiructures, Maruzen Publications, 2002 5) Japan Road Association: Specifications and Commentary for Highway Bridges, Seismic Design, Maruzen Publications, 2002 (8) Railway Technical Research Insitute: Standard end commentary of design of railway strutures- Earth structures, Maruzen Publishing, 2000 1) Railway Technical Research Insitute: Standard and commentery of design of railway steetures- Conerete structure, ‘Marvzen Publishing, 2004 8) Railway Technical Rescerch Insitute: Standard and commentary of design of ralway structures- Composite structure, ‘Marvzen Publishing, 2000 9) Railay Technical Research Institute: Standard end commentary of design of railway strucures- earth pressure resistant structures, Maruzen Publishing, 2000 10) Takahashi, H. and F. Got Study on Ship Height by Statistical Anslysi-Standard of Height of Design Ship (Draft, Research Report of National stitute for Land and Infeastructure Management No.3, 2007 11) Japan Road Associaton: Specifications and Commentary for Highway Bridges, General, Maruzen Publications, pp.10-20, 2002 12), Salo, H.,RInamuro and K. Iuata:Wind-resstant porformance of he three clear span continuous steal slab double hox girder bridge (Tomari-Ohashi), Proceedings of39%h Annual Conference of JSCE, 1984 13)__Nagai, K., Mf. Oyadomari and R. inamvro: Wind-resistant performance ofthe three clea span continnous stee! slab double bor girder bridge (Tomari-OheshixSccond report, Proceedings of 40th Anval Conference of ISCE, 1985 14) Japan Rosd Association Bridge Committee: Handbook of printing and corrosion protection of bridges, Japan Rond = 9385) 16) 1”) PART i FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES Association, 2008 ‘Coastal Development Institut of Technology: Manual or corresion protect (Gevised Baiton), pp.23-24,pp.34-36, pp05-108.pp. 356-357, 1997 Honshu-Shikoku Bridge Expressway Compact Lid: Design manual for multi-chamber expansion adjusting. girder (Oran980 Nagastwa J: Bering force and stengt of outer plate of ship, Ships, Vol40 No’, pp46-50, 1967 and maintenance work for Port see! facies 939TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARGOUR FACILITIES IN JAPAN 6 Canals Ministerial Ordinance Performance Requirements for Canals [Commentary] Article 39 ‘The performance requirements for canals shall be such that the requirements specified by the Minister of Land, Infrastructure, Transport and Tourism are satisfied for the sake of securing the safe and smooth navigation of ships in harbors by taking into consideration the traffic characteristics in the port including navigating ships and others, [Technical Note} 6.4 Performance Verification When verifying the performance of a canal, itis preferable to observe the following item () When determining the dimensions and alignment of a canal, consideration should be given to the dimensions of the ships using the canal, the traffic volume, the navigational safety of ships and other selevant factors. Tn particular, attention should be paid to the reduction of current speed and keeping the water depth of a certain level and below. (@) When determining the crown height height of a bulkhead or dike for a canal, the wave overtopping duc to the ministry generated by navigating ships should be studied. In addition, in cases where a canal connects with a river, swollen water level daring flood should be examined and in cases where the eanal connects to the occa, tide levels and incoming wave height should be analyze (G) Consideration should be given to the environment protection for canals, because the slow flow ina canal often leads {o stagnant water and itis possible that substances which cause contamination such as nitrogen and phosphorus ‘may flow into the canal from neighboring rivers. =940~PART it FACILITIES, CHAPTER 7 CARGO HANDLING FACKITIES Chapter 7 Cargo Sorting Facilities 4 General Ministerial Ordinance General Provisions Article 41 | The performance requirement for cargo sorting facilities shall be such that the requirements specified by the Minister of Lend, Infrastructure, Transport and Tourism are satisfied in light of geotechnical characteristics, meteorological characteristies, sea states and/or other environmental conditions, as well as the conditions of cargo handiing, 2 The performance requirement for cargo sorting facilities shall be such that the facilitios have stability against self weight, waves, earthquake ground motions, imposed load, winds, and/or other actions. Ministerial Ordinance Necessary lems Concerning Cargo Sorting Faciities, Article 44 The items necessary for the performance requirements of cargo sorting areas as specified in this Chapter by the Minister of Land, Infrastructure, Transport and Tourism and other requirements shall be provided by the Public Notice. Public Notice Cargo Sorting Facilities Article 80 The items to be specified by the Public Notice under Article 44 of the Ministerial Ordinance concerning with the performance requirements for cargo sorting facilities shall be as provided in the subsequent article through Article 83, [Technical Note} 44 General () This chapter may be used for performance verifications of cargo sorting facilites. References 1) Fajino, S. and ¥. Kawasac: Pot Panning, New Series Civil Engineering 81, Giho-do Publishing, p.135-138, 1981 2) Nakayama; . Port Engineering, Sankai-do Publishing, pp.36-37, 1985 3) Civil Engineering Handbook, Part 37, Port and harbours, Giho-do Publishing, pp 1620-1621, 1969 oat =TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN 2 Stationary Cargo Handling Equipment and Rail-mounted Cargo Handling Equipment Ministerial Ordinance Performance Requirements for Cargo Handling Equipment Article 42, 1 The performance requirements for stationary cargo handling equipment and rail-mounted cargo handling equipment (hereinafter referred to as "cargo handling equipment”) shall be such that the requirements specified by the Minister of Land, Infrastructure, Transport and Tourism are satisfied so as to ensure the safe and smooth sorting of cargo and to keep them from interfering with the mooring of ships or bertbing and unberthing of ships. 2 In addition to the provisions of the preceding paragraph, the performance requirements of the cargo handling equipment cited in the following shall be as specified in the respective items: () The performance requirements for oil handling equipment shail be such that the damage duc to self’ weight, Level 1 earthquake ground motions, winds, oil weight and pressure, and other aetions do not adversely affect the continued use of the oil handling equipment concerned without impairing its function, @) The performance requirements for cargo handling equipment installed at high earthquake-resistance ‘facilities shall be such that the damage due to Level 2 earthquake ground motions and other actions do not affect restoration through minor repair works ofthe functions of the equipment concerned. Public Notice Performance Criterion of Cargo Handling Equipment Article 81 1 The performance criteria of cargo handling equipment shall be as specified in the subsequent items in consideration ofthe type of cargo handling equipment: (1) Cargo handling equipment shall be arranged appropriately and provided with the necessary dimensions in consideration of the design ship, the type and volume of cargo, the structure of the mooring facilities, and the condition of cargo handling. @In order to protect the environment surrounding the facilities concerned, cargo handling equipment shall be provided with the functions appropriate for prevention of dust, noise, and the like as necessary. 2 In addition to the provisions specified in the preceding paragraphs, the performance criteria for petroleum ‘cargo handling equipment shall be as specified in the subsequent items: (1 Under the permanent action situation in which the dominant action is self weight, the risk of impairing the integrity of structural members shal be equal to or less than the threshold level. @ Under the variable action situation in which the dominant actions are Level 1 earthquake ground motions, winds, and the weight and pressure of oil cargoes, the risk of impairing the integrity of structural members and losing the structural stability shall be equal to or less than the threshold level. 3 In addition to the provision in the first paragraph, the performance criterion for cargo handling equipment ‘to be installed on the high earthquake-resistance faclitics shall be such that the degree of damage owing to the action of Level 2 earthquake ground motions, which is the dominant action under the accidental action situation, is equal fo or less than the threshold level. 942[PART Ill FACILITIES, CHAPTER 7 CARGO HANOUNG FACILITIES [Commentary] () Performance Criteria of Cargb Handling Equipment @ Petroleum cargo handling equipment (@) The settings relating to the design situations, other than accidental situations, and performance criteria for petroleum cargo handling equipment limited to loading arm type only are as shown in Attached Table 66. Attached Teble 65 Seltings forthe Design Situations (excluding accidental stuatlons) an Performance Criteria for Petroleum Cargo Handling Equipment ee ey . a) | | esornance vectenton it | Inde sndd nit ] ET a] a] G] gS commis Mmcoiannel oat el Elle E : La [EPR = | feb [Va etme — Wa crt — Romina rs 7 [cresapante —Setneigit” [Sean cman. Jenitios [eainrttinn, igatiesasars indo reais (Scchs Lad V (b)Soundness of members and the stability of the structure (serviceability) Whea verifying the performance of members, the performance criteria regarding their soundness should be appropriately provided. When verifying the performance of petroleum cargo handling ‘equipment with regard to their structures, the performance eriteria regarding their stability should bbe appropriately set according to the structural type. Cargo handling equipment installed in a high earthquake-resistance facility (restorability) ‘The settings relating to the design situations, limited to accidental situations only, and performance criteria for cargo handling equipment installed in a high earthquake-resistance facility are as shown jin Attached Table 67. ‘The reason for indicating “damages” in the “Verification item” column of Attached Table 67 is that itis necessary to use 2 comprehensive term taking account that the verification items vary depending on the type, structure and structural type of the facilities, ‘Alached Table 67 Settings relating for Design Situations, imited to Accidental Situations, and Performance Criteria for Cargo Handling Equipment TWininarad : ‘iaisernt [pattie Notice Design station #4 By, | retormance Index of santa tie {4 el e|% tng] Yee ters E] 8] 8] S| 8] S/F | siaion [Domining actin] om demining vac ae 22/4/23) 2 ‘ee Vv {2 [1 [a 3 | = [Reworbily [Accisenat L2caqhasate — |Seitweihy, —_[Oamaate E round motion fest pacaies 943 ~‘TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN {Technical Note} 24 General (1) The purpose of introducing cargo handling equipment in portsis to reduce labor works, to speed up cargo handling activities, and fo ensure safety. The selection of the type, structure and capacity of cargo handling equipment is preferably made by sufficiently considering the design ships, the type, shape, volume, and particular of eargoes, ‘as well as the relations with yard fecilities behind, and the mode of secondary transportation, (2) Cargo handling equipment installed in cargo handling facilities or mooring facilities shall have the required structure and capacity, and location. ‘The equipment shall be structurally sound, be provided with anti-pollution systems against dust and noise, and ensure smooth and safe operation in cargo handling activities, (@) Sufficient space should be secured around cargo handling equipment for its vacious operations by clearing the space of obstacles such as buildings and power lines. Cargo handling equipmeat should be designed and located 50 that it does not come into contact with ships at berthing and leaving or during mooring, (4) Countermeasures against noise and dust are required for bulk cargoes handling equipment because their handling is likely to produce noise and dust, In particular, inflammable dust shall require countermeasures against blast 2.2 Fundamentals of Performance Verification (2) Behavior of the cargo handling equipment and mooring facilites ducing earthquakes and setting of the seismic- resistant performance of the cargo handling equipment It is necessary to verify the scismic-resistance of the cargo handling equipment and the mooring facilities 10 ensure that the mooring facilities in which the cargo handling equipment is installed satisfies the requirements regarding its performance during earthquakes. Hence, the seismie-resistant performance of the cargo handling ‘equipment should be defined taking into consideration the fact that deformations, rail span expansions, correspond 1 the defined performance requirements will occur in the mooring facilities, (2) Verification Procedure Verifications ofthe seismic-resistant performance of cargo handling equipment should take into consideration their interactions with the mooring facilities involved and be performed in accordance with the following procedure: ® Determination of the assumed Level 1 and Level 2 earthquake ground motion on the scismic bedracke ‘© Cateulation ofthe changes overtime in Level | and Level 2 earthquake ground motion atthe site where the crane rails are located + In case it is necessary {0 take into consideration the dynamic itersetions between the cargo handling ‘equipment and mooring facility, on a pier type quaywall the changes overtime in the horizontal accelerations atthe ral site are calculated taking into consideration the dynamic interactions between the crane and the pier. {In the ease where the installation of an earthquake-resistance crane is expected, a combination of rigidity and {damping that reproduces the natural period ofthe earthquake-resistance container crane shall be given, (ee Fig. 2.2.1). In the case of a type other than a pier type, the changes aver time in the ground surface acceleration shall be caleulated through a seismic response analysis of the ground and the data obtained is used as the ground ‘motion atthe crane ral ste. © Examination regarding whether the container crane will derail + The value obtained by dividing the maximum response acceleration ofthe container crane by the gravitational acceleration is adopted as the design value of the seismic coefficient, the rail span and the location of the center of gravity ofthe crane are to be modeled, and examination with respect to overturning is performed using the seismic coefficient method (i.e, examination regarding whether the container crane will derail) + Ifthe results of the examination described above indicate that the crane will overtura, recaleulations will be repeated with the dimensions of the earthquake-proofing mechanism section varied until such conditions that prevent overturning or derailing are achieved. © Examination ofthe stroke of the earthquake-proofing mechanism * After the confirmation thatthe erane will not overturn, the changes overtime in the displacement response are calculated and examination is made as to whether the stroke of the earthquake-proofing mechanism remains within the allowable range of displacement of the earthquake proofing mechanism assume. 944.PART il FACILITIES, CHAPTER 7 CARGO HANDLING FaCHIES + If the displacements that would occur are out of the allowble ranges, the dimensions of the eartnquake- proofing mechanism section will be changed and step @ willbe performed again @ inthe case where the container erane is installed on & per: + Ifthere isa difference from the dimensions of the carthquske-resistance cranes assumed thal were used in step © above the final confirmation willbe made by performing slep @ again © Evaluation ofthe cal span displacement in relation tothe displacement ofthe crane leg section + The maximum rail span displacement is colulated from results of seismic response analyses ofthe fhooring facility. Then, an evaluation is made to determine whether the maximum rail span displacement is within the sum ofthe elastic deformation range of the crane leg section and the displacement ofthe helf-emplitude stroke of the earthquake-proofing mechanism, see Fig, 2.2.2. G) In the case where itis necessary to take into consideration the dynamic interactions between the eargo handling equipment and mooring fecility under the action of ground motion: In the case of cargo handling equipment installed on top of a mooring facility, the response accelerations of the cargo handling equipment during an easthqueke may be amplified and the oscillation characteristic under the action of ground motion may affeet the mooring facility when the scale is large, and these must be taken into ‘onsideration regardless of whether the state is a variable situation associated with Level 1 earthquake ground ‘motion or an accidental situstion associated with Level 2 earthquake ground motion, ‘The oscillation characteristic such as the natural period inthe sea-land direction of cargo handling equipment such as cranes varies depending on the scale and type of the cargo handling equipment, but it usualy felis within the range of 0.5 to 3 seconds. Container cranes equipped with an earthquake-proofing mechanism often have 4 Jong natural period of around 4 seconds. In the case where such cranes are installed on piers with a natural period of 0.5 to 2.0 seconds, its necessary to be cautious about the possibility that covpling behaviors, dynamic interactions, may occur in the performance verification of the pier with respect to ground motion. In the case ‘where, regardless of the structural type of the mocring facility, the predominant period of the ground motion at the location where the cargo handling equipment is installed is about 1.5 seconds or longer, its expected that response accelerations of the cargo handling equipment will become high and thus it may become necessary {0 conduct a dynamic analysis-based evaluation inthe performance verification of the cargo handling equipment. In either case, its preferable to reduce the response accelerations of the cargo handling equipment through the use of ‘an earthquake-proofing mechanism or a damping mechanism, to prevent derailing and ensure thatthe soundness of the members will be secured. For details of the performance verifications, explanations about performance verifications of fecilites in this Part as well as the Guide to Earthquake-resistance Design of Container Cranes may be referenced. (4) Modeling of Cranes Installed on Pers Tn the case where a crane is installed on pier, performance verification of sismic-esistant should in principle be through dual umped mass system analyses that use the equivalent rigidity ofthe piles fr one block of the per (2), the mass of the superstructure (m),the damping factor (¢), the equivalent rigidity ofthe crane (k), the mass ofthe crane (i) and the damping factor fr the crane (.). With regard to the oscillation characteristic of the erane the aatural period should be similar to that ofthe actual crane. With regard to the damping factor, a valve between 1% and 3% shouldbe sed unless the damping factor values specified by the erane manufacturer. The equivalent "igidity values forthe pier and the crane are the values forthe sumber of piles per block ofthe per and the number of crane lg, respectively, and are represented by the mass system springs shown in Fig. 2.2.1. The equivalent -igiity (8) inthe mass aystem model ofthe pier part is modeled on the assumption thatthe nonlnesrstess-strain relationship used inthe design ofthe pier applies. (6) Modeling of Cranes Installed on Mooring Facilities other than Piers In the ease of mooring facilites other than piers, the effects of the dynamio interact ‘mass of the mooring facilities are large in relation to the mass of cargo handling equipment, which means that it suffices to evaluate through dyriamic analyses, the responses of the orancs themselves during earthquakes. Thet is, the ground surface ground motion atthe location in question is entered inthe single mass system that represents the erane part only as shown in Fig. 2.2.1 945 ~TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN ke Fig. 2.2.1 Modeling of Pier and Crane © Considerations on the Rail Span Displacements Inprineiple, the container crane legection mst notupiftduring earthquakes. Therefore itis necesary to provide ‘mechanism that prevents damages tothe eraresiruture when the rail span widens ducing an earthquake, Fo: ‘example, inthe cae of container erane whose apn ie 30.5m as shown n Fig, 2.2.2, the lati deformation range of the cane leg section accommodates widening ofthe span up to around TO0mm, that sa reference vale ane the actual valve varies among cranss, By adding this amount of deformation, camel elastic deformation range of the erane eg section, othe displacement of halfamplinde stoke of about 300mm, tha is also a reference value and the actual velue varies among cranes, ofthe eathquake-resistance mechanism section, the allowable amoun Fy of eislacement of about [,000ram in the maximum for the crane span is obtained, Therefor, the earthquake. ) resistance mechaniam needs tobe so designed, as necessary, tat i is appropriate for the amount of rail spar displacement calulated from results of seismic response analyses of the mooring facility Stroke of the ‘earthquake-proofing ‘mechanism Batic deformation range of the crane leg se eee ‘When itis assumed hat the land side rail is fixed an Fig. 2.2.2 Relationship between Deformations ofthe Crane Log Section and Rail Span Displacements, =946—PART IW FACILITIES, CHAPTER 7 CARGO HANDUING FACILITIES 2.3. Loading Arms (Stationary Cargo Handling Equipment) 2.3.1 Fundamontals of Performance Verification (@) Loading arms shall be of a structure ensuring safety against the stress caused by the weight and pressure of oil within them, their self weight, and the wind pressure and the seismic force. @) The distance between loading arms and the face line of the mooring facilities is desired to determine appropriately in light of the length ofthe arms and the height of fenders so that they may cause no obstacles to oil handling References 1) Japan Society of Mechanical Engincers: Guideline of erane manufacturing 1995 2) Japan Assocition af Cargo-bandling Machinery System: Handbook of part cargo-handling machinery system, 1996, 3) Nakazono, Y, Guideline for carthquake-resistant design of conliner cranes, Port Cargo Handling, Vo. 43 No 6, pp.635-640, 1998 4) Japan Road Associaton: Technical Standard for petroleum pips line (Draf), pp. 46-4794 5) Spangier M.G. Underground Conditon- An Appraisal of Modern Research, Transactions of ASCE, Vol. 113, 948 6) NAKAYAMA, S, Osemu KIYOMIYA and Tekuo FUISAWA:, Rept. of PHRI Vol15,No,3,PP.99-145,976 7) _ American Petroleum Institute: Bulletin on Forenuas and Cslevlations for Casing, Tubing, ri Pip, and Line Pipe Properties, API BULLETIN $C3 SIXTH EDITION, 1994 £8) Tapan Association of Cargo handling Machinery System: Maintenance manual for uy eranes, 1979 9) Japan Asrocition of Cargo-haling Machinery System: Maintenance manual for container eran, 1980 10) pan Association of Cargo-handling Machinery System: Maintenance manual for container crane, 1983 -947 -TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN 3 Cargo Sorting Areas Ministerial Ordinance Performance Requirements for Cargo Sorting Areas: Article 43 1 The performance requirements for cargo sorting areas for the safe and smooth sorting of cargo shall be as specified in the subsequent items: (Cargo sorting areas shall satisfy the requirements specified by the Minister of Land, Infrastructure, ‘Transport and Tourism so as to ensure the safe and smooth sorting of cargo. @) Damage due to imposed load and other actions shall not adversely affect the continued use of the cargo sorting areas and not impair their functions. 2 In addition to the requirements specified in the preceding paragraph, the performance requirements for ‘cargo sorting areas which need to function in an integrated manner with high earthquake-resistance facilities during disasters shall be such that the damage due to Level 2 earthquake ground motions and other actions do not affect restoration through minor repair works of the functions required of the areas concerned in the aftermath of the occurrence of Level 2 earthquake ground motions. Provided, however, that as for the performance requirements for cargo sorting areas which require further improvement in earthquake-resistant performance due to environmental, social and/or other conditions to which the cargo sorting areas concerned are subjected, the damage due to said actions shall not affect the restoration through minor repair works of the functions ofthe cargo sorting areas concerned and their continued use. Public Notice Performance Criteria of Cargo Sorting Areas Article 82 1 The performance criteria of cargo sorting areas areas specified in the subsequent items: (1) Cargo sorting areas shall have the appropriate shape and sizes in consideration of the types and amounts of cargoes and the way cargoes are handled. (@) The passageways in a cargo sorting area shall have the appropriate widths and alignments 50 as to ensure the safe and smooth traffic of cargo handling equipment, vehicles, and/or others. G) Cargo sorting areas shall be equipped with the appropriate lighting facilities s0 as to enable the safe and smooth utilization of the cargo sorting areas in consideration of the utilization conditions of the areas concerned. G) In the case of cargo sorting areas that are dangerous for people to enter, the cargo sorting areas shall be provided with appropriate mneans to keep people off the areas. (6) Cargo sorting areas shall have appropriate drainage facilities to prevent retention of water in the areas. (© The tisk that @ pavement in a cargo sorting area is damaged to the extent which may adversely affect cargo handling works under the variable action situation, in which the dominant action is imposed load, shall be equal to or less than the threshold level (7) Cargo sorting arcas which deal with cargoes that may be scattered by winds shall be provided with appropriate means to prevent scattering of cargoes. (8)In the case of a cargo sorting area that is used to handle lumber, the following requirements shall be satisfied: © Appropriate facilities and equipment to dispose of bark shail be provided as necessary. (®) Appropriate means to prevent lumber from drifting away shall be provided for the eargo sorting area on the water. 2 In addition to the provisions in the preceding paragraph, the performance criteria of the cargo sorting area that shall function ia combination with the high earthquake-resistance facilities during disasters shall be such that the degree of damage owing to the action of Level 2 earthquake ground motions, which is the

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