STANDARD DESIGN CRITERIA FOR PORTS. IN INOONESTA JANUARY 1984 MARETIME SECTOR DEVELOPMENT PROGRAMME \TRECTORATE GENERAL OF SEA COMMUNICATIONS_ i. III. Vv. vi. VII. _ Chapters. _ « Introduction. Port Characteritios. ‘Type of Ships. 1. The International Shipping. 2. The National Domestic Shipping. 3. Future Development. 4. Summary and Conclusions. Environmental Conditions. a. Winds. b. Waves. c. Qurrents. d. Earthquake. e. Tides. £. Miscalleneous Forces and Loads, Acting on Structures. 1. Forces produced by ships. 2. Loads Acting on the Structure. 3. Earth quake and Seismic Force. Fairway and Basin. 1. Fairway. 2. Basin. Terminal Configuration. 1. Seaside Structures. 2. Landside Structures. 3. Other facilities.ae Register of Annexes. | Annex. 1 Gateway Port. \ Se Aine eee Collector Port. “annex. re ‘Trunk Port. ' Annex. 3A. Feeder Port. i Annex. 4. Dimensions of ships. Annex. 5. Relation between L.0.A. and D.W.T., Defini- tion of some ships properties. Annex. 6. Relation between Ly}, b,d, and D.W.T. for General Cargo Ships and Container ships. Annex. ie Idem for Bulk carries and Small Tankers. Annex. 8 Idem for Coasters and Large Tankers. Annex. 9. Relation betwecn D.W.T. and B.R.T. Annex.” Hee Regular Liner Services (RLS) 1978 - 1980 ( type of ships and their dimensions }.> iii - Register of Tables and Figures. Table. Sala Berthing Velocity. 10. Table. $.2. Tractive forces of ships. 1s. Table. "5.3. Live Loads on Structures. 16. Table. 5.4. Regional Seismic Coefficient. 19. Table. 5.5. Coefficient of importance. 19. Table. 6.1. Width of water ways. 23. Table. 6.2. Area of basin for Anchorage. 2s. Table." 6.3. Area of basin for buoy moring 26. Toble. 6.4. Critical wave height for cargo 28. handling. Table. 7.1. Apron width for cargo handling Table. pone Berth elevation above H.W.S. pul Table. 7.3. : Standard intensity of illuminati: Table. 7.4. Arrengenent of bollards. 33. eblevet ses Dimension of transit sheds. 33. Fig. 2: Scheme of the,,Gateway System," 2 Fig. Se Tilustration of berthing ship. 10. Fig. Coefficient of fluid pressure C 13. Fig. + Illustration of ship model. 14. Fig. 5.4. Classification of Seismicity. 20. Fig. 6.1. Layout of waterway at curve. Fig. 6.2. Area for buoy and anchor mooring. 27.PORT DESIGN CRITERTA STANDAROS Introduction In order to have a uniform system for better functioning of shipping and ports the Government of Indonesia hes introduced the " Four Gete- way Ports System “ with the aim to ettain, beside a retionel system of transport, also adequate equiped ports for efficient handling of cargo This means for the ports concerned, the facilities should be adjusted to modern equipment and modern physics! appearance of cargo. This means also guidelines for ce: and constructing of fectli- ties as well as the outfit of The following should be csns: 21 as guidelines. however they heve to be In chapters where figures are considered es design criteria. Every aspect, detail and figure deviating from.or not mentioned in this regulation needed for the design of facilities only can be nandled/used with the advanced approval of sea communica!II. PORT CHARACTERISTICS. Since 1962 the multi Gateway port system has been replaced by the * Four Gateway Ports and Collector System" named after the four ports, namely : 2. Tanjung Priok (Jakarta. 2. Tanjung Perak (Surabaya). 7 3. Belawan ( Medan ). 4. Makaser (Ujung Pandang). i This system, @ result of the Integrated Sea Transportation System Study, combined with the four Gatewey port policy of the Government*), is besed on the"Trunk and Feeder Concept". According to the above mentiened system and concept the Territory of Indonesia is devided in four regions (to be considered as 9 kind of hinter- land of the main ports) in which the port system should be re- classified so that each of the Indonesian ports should play its specific role. Tne thereby established hierarchy of functionally interdepencent ports can be presented as follows i Gateway ports Collectors ports ; ‘ ILS ports i 1) oO ie) Feeder ports fig.l. Scheme of the “Gateway System" snd possible connections between the different types of ports. In view of the gradual unitization and mechanization of cargo, the type, appearance and quantity of the Cargo *) See Minister Government Decree no. shall. .Iv. shell be modified/during the trensportation in both directions (from Gateway port to Feeder and vice versa) which shall not only be determined by type, size and capacity of the ships but also by topographical, geo- grephical, hydreulicel end other circumstances es well es by the infre - and super ‘structure of the-ports concerned. Some of the Collector and Trunk ports can be called by shios for speciel- ized cargo with a bigger draught as the normal for these ports visiting ships and therefore play 8 more important role in the system than from the hyrarchie could be derived. TYPE OF SHIPS General of the fleet are a reflection of the Inpertent The extent and compo: role that sea-traffic cieve in the development of the entire Indonesian 7 Repelita's I, II, and III. territory, correspondi’ egories : nconesia consists of the following See transportation in 1. The International Shipping (Oeepsea or Ocean Shipping). 2. The National Comestic shipping (Shortses or Inter I Ad. 1. The T ping or Pelayeran Samuders runs services from the Geteway Parts and ernational Shipping, the so called Osep see or Ocean Ship- some Collector Ports to foreign, countries. The ships are divided, according to the kind of goods transported, into two groups, namely : 1.1. General shipping, for the transportation of General Cargo and containers. 1.2, Specialized foreign shipping (Pelayaran Khusus Luar Negeri) for the transportation of forest products (logs,timber ply wood) dry bulk cargo (Coal, Cement, -ore) and liquid bulk cargo (mineral oil, edible oil and LNG, Liquified Netural Gas].| i | : i | | Ad.2. The National Domestic Shipping, also called Interislen¢ Liner Shipping or Pelayeren Nusantare / ILS, takes cere of the domestic shipping. It takes care of the trensportation of the divergent Flow of cargo from the Getewey ports to all the parts of the regions and vice versa for the convergent; flow of cargo from these parts to the Gateway ports (see fig 1). : Because of the complex character of this treffic and ti divergency of it's tasks this part of shipping can be divided into the follow- ing groups. 2.1. Interisland trede (Pelayaran Nusentara / ILS). The ILS shipping, running short sea services between the Gate- way ports anc ell other ports of the system, sails in accordence to a determined route and time table. Depending on the routes the capacity of the ships veries from 2000 unti2 4000 Owe. 2.2. Specialized Domestic Shipping (Peleyeran Khusus Oslam negeri). The ships belonging to this group operete accarding to 2 perticuler principle. It makes possible the transportetion, accarding to different measures and separate routes, of basic goods-essential for the country,certain regions or islands-Like it rice, sélt, cement, fertilizer ete. This specialized shipping 1s maintained by ships with @ cepacity more than 500 Out. + 2.3. Pioneer Shipping (Pelayaran Perintis) This non -conmercial service takes care of supplying communities . in remote pleces, regions, and islands, to promote development of the regions concerned. The type of ships belonging to this group has a capacity between $00 and 1000 OWT.2.4. Locel Shipping (Pelayaran Lokal) This group is the fastest growing end most active group of all Domestic Navigation groups. They are involved in the transport- 7 max. 500 nautical miles. For the,ship belonging to this group the capacity is less than 1000 owt. 2.5. Small Holders Shipping (Pelayaran Rakyat / Pelra) Because of their very large number these wind driven vessels play an important role in the shipping sector in generol end in the short sea transportation in particuler. Next to the | 1 | | ation of goods as well as passengers within e action radius of t 1 | i ! ditional seiling ships the nunsr of motorised perahu's ( PUM» Perahu Layar Motor) grove scasdily. Secause of their relative small @imensicis snc little draught, they are able to use eny small protected coast or seashore inlet or river as @ point of mooring. 7 Therefore they can provide the necessary communications and other : demands between the many small communities along the rivers and coasts of the numerous islands and the much bigger Feeder ports. In general the capacity of the ships belonging to this g much smaller than 400 dwt (240 brt). Future Oevelopinent To predict the development of shipping in the Indonesien Archipelago for the coming years is a very difficult - task, It is closely linked to the overall world economy es well as ta the planned developing progress and t | i | | i | i possibilities according to the Repelita's IV, V etc. According to the international vision with regard to the types of vessels t : one have to reckon with the following ! i { / Generel cargo- General cargo ships. The conventional general cargo ship is expected to disappear gradually, mainly due to the fects, that this type of ship is - Multiourpose ship According to the apinion of many naval experts and shipping companies, the multipurpose ship is just at the beginning of har development. too much restrictive in madera cargo haggling operations. { | i | This type of ship hes no restrictions in modern cargo handling i operstions. She 4s well equiped and can carry almost all kinds i of cargo (break bulk, unitized cargo, dry bulk and liquid bulk). I In International shy as the most ng she is already conside! } favacurable altern the conventional Genere) Cergo. = Contsiner Shig Conteinerizetion, sithoug J not so long ago, has been expanded ever since then and will certainly continue to do so | | | in the coming years. In spite of the factors Slowing down further progress of contai- nerization it may be concluded that especially for Indonesia, containerization will continue to take a greater share of the genersl cargo transport. The second and third generation full container ships have | conquered and stebilized their place in merchant shipping, while the first two fourth generation vessels are already under construc~ tion. The average dimension of thése vessels can be summarized as follows: Claas TEU" cap. Dut LOA oreft Beem Generation 750 - 1000 15.000 180 - 200 9 27 | Generation sao - 1800 © 20 - 30.000 225 - 240 10°11 30 : Generation 2400 - 3000 © 35 - 45.000 275 -Goo 1-12-32 4% Generation 3500 - 4000 50 - 60.000 max. 300 125-13 37 ") Teu Twenty Feet Equivalent Unit. = Containers with a length of 20 feet.i | 1 i i { Ro/Ro_- Ship. Starting as 3 ferry for crossing a river the method of loading (Roll-on) end unloading (Roll~of9 of the vessel gradually has found scceptance in international shipping, first in the shortsea sector but to day fully adopted by the deep sea shipping, ‘because of the special advantages (ery fast interchange of cargo). Because of the adoptance of this system of cargo handling in both sectors of international shipping, the capacity of the vessels can vary between 1000 dwt and 35.000 dwt. Bulk ship : According to the physical appearance of the cargo, there are two types of bulk ships, namely : - bulkships for the transportation of dry cargo also mont. bulk ships or bulk carriers and - bulkships for the transportation of liquid cargo, the so celled liquid bulk ship or tanker, These ships have 4 very big range of capacity, depending on the route and destination. The biggest in the liquid sector are the VLCC's (Very Large Crude Carriers ) with a capacity of maximum 500.000 Out, the biggest of the dry bulk ships 1s limited to about 400.000 Out because of the draft, 2 dimension which gives limitation to further enlergement. The smallest vessels vary from 2.500 dwt in the liquid sector to + 10.000 dwt, in the dry bulk sector. Summary and Conclusions The development of shipping in Indonesie highly depends on the develop- ment of sea transportation according to the recently introduced * Trunk and Feeder " concept. In view of ‘the flexibility for the future the following dimensions of vessels can be assessed as criteria for the designing of facilities in the di: rent types of ports in Indonesia.ENVIRONMENTAL CONDITIONS Proper attention shall be given to : 1. Meteorology 2. Topography 3. Oceanography 5. Geomorphology 6. Hy@raulics The factor which will produce £rces influenci"G the design and engineering, are in particular a. WINDS Forces resulting from wind should be determiredaccording to the Indone- sian regulations b. WAVES Forces resulting from waves or swell shouldbe Zstermined on the basis of : - Characteristics of waves, both in the besin and at the entrance of the waterway. | | i | ff a canto { i { | I { - Extreme waves ¢.q. Swells. mi) - Very extreme waves (i.e. tsun ec. CURRENTS } Forces resulting from currents should be determined on the basis of - Predominant Currents. i : - Extreme Currents. ~ Special attention should be given to cross Currents in the fairway and at the entrance. @. EARTOQUAKE Forces resulting from eartquakes should be derived from Chapter -v.3. Due consideration should be given to other effects such as Liquefaction which may result from earthquaces. Chapter V Sub 3 provides more specific information about eartquéke forces, tovbe applied in various regions of Indonesia. For more detailed information "Peraturan Muatan Gempa Indonesia 1981" should i be consulted. 79. Tides. we.| i | | | | { | | RIDES Forces resulting from oscillating water level especially large, should be considered. MESCALLENEOUS Other forces affecting the design and safety of the constructions should be considered. FORCES AND LOADS ACTING ON STRUCTURES a FORCES! PRODUCED BY SHIPS General : External-force produced by a ship at the time of berthing or mooring should be determined considering the dimension of the ship (gross tonnage oversil length, molded breadth and full lead draft) berthing method and velecizy, and the effects of wind, wave structure of the mooring facilit; and cuzrent. 2.1. Bexthing Force of Ships : a. Berthing Velocity The design berthing velocity of a shall be determined in consi~ deration of the dimension of the ship, the load condition, the location and structure of the mooring facility the meteorological and sea condition, the availability and size of the tugboats and upon the previous records or measurement of berthing velocities : see table 5.1. Generally, when a large cargo ship approaches a berth, it stops at once, parallel with and about 10 - 20 m from the wharf and approaches the wharf slowly, being pushed by’ tugboats. When a strong wind is blowing toward the wharf, the ship approaches the whar while restrained by tugboats. where such berthing methods are employed, a berthing velocity of about 10-15 cm/sec is common. / 10. Table. .10 mabel 5.1. Berthing velocity Baxthing Velocity Tonnage Moderate, Difficult Favorable lap to 1.000 GRT 0,45 0,25 0.20 lup to 5.000 Grr 0,35 0,20 0,15 lp to 10.000 GRE 0,20 0,15 0,10 Larger ship 1s 0,10 0,10 b. Effective Berthing Energy of Ship. b.l. Fenders at large Spacings : Where the wharf: has fenders provided at large spacings, the effective berthing energy of the ship can be calculated by considering the berthing method and the arrangement of fenders, according to the formula. §.1. 2 (5.2) FIG. 5.1. Illustration of Berthing Ship Where : £ ; Effective berthing energy of the ship (t¢.m) g + Acceleration of Gravity (m/s*) g = 9,8 n/S*” Wo; Virtual weight of the ship (te)." v4 Bexthing velocity of the ship (m/s). & + Lenght from the point of contact to the center of gravity of the ship as measured parallel to the wharf (m) r+ Radius of gyration about the vertical axis through the centre of gxavity of the ship in a horizontal plane (m). w/, displacement + Added weight. UL. be .method of b.2. b.3. Where a Fenders at short spacing Where the wharf has a number of fenders installed, the berthing Points of the vessel equals to: L, in which L = LOA. The effective berthing energy of ship then can be calculated by the formula : : wy Fag Paralel Berthing when the ship is berthing parallel to the pier, the effective berthing energy of the ship can be calculated by the formula : B= wv (5.3,) The virtual weight of the ship is the sum of the displacement tonnage of the ship and the added the weisht. The displa - cement should be calculated from NSION OF SHIPS, and the added weight’ should be calculsted with an appropriate formula. Various formula ere available, but the formula Proposed by Stelson is a typical one. a = 2 a DY. L.Wo. oe ca mn a : Wa: Added weight (t#). D1: Draft of ship (m). Lt Lenght of ship im). Wo : Unit weight of sea water (t£/n°). JZND_PRESSURE_ON SHTPS ‘The wind pressure on a ship in moorage shall be determined using an approriate calculation In generally, the wind pressure is calculated by the formula (5.5.) R= 4 ecu (A cos? © +B Sin? 6). wee. (5.5-)| | | 12 Where : R : Resultant force of wind pressure (Kg). @ + Air density, (xgf.s7/m4y U : Wind speed (m/s). A: Area of projection of the front of ship above water surface (n*) _ B 2 Area of projection of the side of ship above f water ‘surface (2). © : Angle of the wind direction to the center Line of the bull (degrees). © 1 Coefficent of wind pressure. N.B. : Where applicable the Indonesian Regulation should be used (See Chapter Iv). 1.3.FLUID PRESSURE _ON SHIP The fluid pressure on a ship Shall be determined using an appropriate method of calculation. ‘The fluid pressure produced by the current in the ection of the bow is calculated by the formula : 5.6. RE = ‘0,14 sv, «+ (5.62) Where RE : Resultant force due to the current (kgf) Submerged area of ship (m2) V+ Current velocity (m/s). p side The resultant force due'to the current perpendicular to the sh: is calculated by the formula R = 4 Pov Bt (5.72) Where : R + Resultént force due to the current (gf) fe : Seawater density, (Kgf.s2/m4) C : Coefficient of fluid pressure. Vv : Current velocity (a/s). B ' ; Avea of ship side below the draft line (m2)Calfcien of fd pressure C 13 4.0) cath CFevEr Teen betwen pt patios ul dc i ds Mean deat BAR too 125 " Ncatve deci a low v (Deere) Fig. 5.3 Coeflicient of Fluid Pressure C' | | | 62.4.1 a4 WAVE FORCES ACTING ON SHTPS When designing facilities where ships are moored subjected to the action o£ waves, consideration should be given tp the force which the ships transmit to the facilities. In more exposed areas where there is no wharf or any other reflecting wa: behind a moored ship, the wave forces can te calculated based on the wave distraction theory by assuming the ship being similar to an elliptic cylinder (see Pig 5.4.)'Bue generally wave forces in protected basins can be neglect: Swells may be a exception. Fig. 5 4 Iiustration of Ship Model 1.5.TRACTIVE FORCE ACTING ON THE BERTH The Largest tractive force acting on a mooring post shall be determined according to the following 1. The tractive force in a horizontal direction on a bollard should have a value corresponding to the gross tonnage of the ship. one half of said value acts in a vertical direction, both forces acting simultaneously. 72. The. .acre sates hntamiaonsbndoneciesuaeiinn init agsthoemNEp Nass eM Meena nent ete hye 15 2. The tractive forces of ships not specified should be determined by considering the weather and sea conditions, i.e. a. Ships with a gross tonnage less than 200 tons or in excess of 100.000 tons. b. Mooring, facilities which accomodate ships in rough weather. ¢. Mooring facilities installed in a water area of severe sea conditions, TPACTIVE FORCES OF SHIPS Table 5 Gross Tonnage Tractive Force on bollard (te) 200 = 500 20 Sol - 1.000 1s 2.001 - 2.000 4s 2.001 - 3.000 25 3.001 ~ 5.000 28 5.001 ~ 10.000 35° (25) 10.001 - 15.000 50 (25) 15.001 - 20,000 50 (25) 20.001 - 100.000 70 (35) ‘The parenthesized values refer to the force on a midship mooring post having no more than 2 spring lines:yetseus 10% * % AONty pean Jo syseq ayy papTosp aq pnoys $3104 saeyares jo ad%q vo spusdsa (4 puE Z0329TTCD 705 U370q syseqo 10% 10% xz) | Goz 2) [oz x2) (oz x 2) | Hionae pean aeorag't deoras't deo"a3 | “ueoraet_ | lor stew | oF srseu9 wenn *s. dea ae aeorae aeorae Geo-zor_[dea'ast AFT 403- Reece cee eceaeeeeeeean ety irceereceeceeeeecaca ee ee ee ee) ee ee \ Jdeo"a0p deo-a0y ~Bot_epys- Jaeo"30v ~ sepeor doy- Zapeot *y Bayoeas 303 337T G - = Teaers - ice eee en es ase et ce ae 10% 10 ates - pe Sasa ae cad i eae aa(cdeo | ourqa Temes id oly fees rae ot ye ea | ee 2 deo 3ST deo ag} deo 3st - 7 ~2TTQOH_- BUBID *< . = : a . . 7 yop Buex Axqueo *Z zu/s poanqysasta tt tT t zt € € be c wzo3tun *T Tanraat geen | owermuan avis | Terese Re TeNna ere avor ‘ott WaTdd/TWAOT/STLNIGAA aS LIOHS ONIOD N¥IIO MaGNIWGNOD i: i k¥nauvo te wohoat1to. wn OY & ann (e°S @L9eL) PROT ont L°2"A ugaaa Tgaanqanays [eupiliay JOJ Se [Lam Se sayzpLtoes Bulroow 2 Phat squasesd BULMO|LOJ BY. oJ $20.404 pue speol Uo “patapysuod aq 0} Bary Sa: al iay30 saau0y Sdiys Sapesag BYNLONULS 3HL NO ONILIV SdVOT ‘2°wv DEAD LOAD OF THE STRUCTURE ‘The dead load depends on the type and material of the structure i.e. - Reinforced concrete structure, volume weight 2.4 t/m3 see PBI 71 (Peraturan Beton Bertulang Indonesia 1971) ~ Steel structure specific weight 7,8 t/m3 ~ Wooden structure,volume weight 1.03 t/m3 sée PKKI 1961/peraturan konstruksi kayu Indonesia 1961). WIND LOADS ON STRUCTURES Reference is made to the Indonesian regulations : Peraturan muatan Indonesia PMI 70. Due Considerations should be given to conditions where higher values may be expected. RTHQUAKS LOADS Hext pezagreph V.3 deals with forces resulting from earthquakes.n 4 uu sate etn ante ian La 18 V.3. EARTHQUAKE AND SEISMIC FORCE jeneral designing port and harbour facilities, seismic effects shall be taken into sideration so that the facilities will have an appropriate earthquake sistance. According to the Indonesian Regulation strength calculations of ch, structures should be based on amongths others: Des: the design seismic coefficient shall be determined in accordance with the following formula with consideration to the classification of regions where the structure is located, the subsoil condition and the degree of importance of the structure. the Design Seismic coefficient (k) is equal to the Regional sei coefficient x Coefficient of Importance. only the horizontal coefficient is considered. ‘he regional seismic coefficient can be found in table 5.4. using classification of the area as shown in fig. 5.6. he coefficient of importance shall be determined in accordance wich the values of table 5.5. taking into account the importance of the structure concerned.19 gable 5:4. Regional seismic coefficient reconstruction. |soin type—Zone r a OP THI © T= Sti€£ soil 0,09 g| 0,07 g 0,03 g | 0,01 g] 0 soft soil 0,13 g| 0,09 9 0,05 g| 0,03 | 0 5 = gravity table 5.5. Coefficient of importance Classification ; of structure Characteristics of stzuctures coetticient x Ee importance special Class io | i i | cass a 1. Structures tending to cause loss 1.2 | of life and property upon seis - | nic damage. | 2. Structures playing an important | role in reconstruction after i earthquake disaster. i 3. Structures handling hazardeous na~ ! terials and tending to cause se ~ i rious damage to life or property upon seismic damage. 4, Structures causing serious influ- ences on the economic and social EE activities of the areas concerned upon seismic damage. 5, Structures for which considerable difficulty is envisaged to-reconstruct| upon seismic damage. a Class B structures other than the Special 1.0 class and class A. Class Cc small structures permitting easy 0.5CLASSIFICATION OF SEISMICITY FIG.5.6 REGIONAL AREAS IN INDONESIA21 OTHER EFFECTS OF EARTQUAKES The properties of cohesive soils and non-cohesive soils during earthquake should be considered as for the possibility of changed . characteristic. REDUCTION FACTOR The reduction factor of the design live load (surchatye) will be included in calculating the Seismic forces and is equal to 50 8; this factor can be used for all live loads in the port area. qhe load of the handling equipment (concentrated load) should not. be reduced.22 FAIRWAY AND BASIN vr.i. FATRWAY VI.1.2. PRINCIPLE OF PLANNING Safe navigation, ease of ship operation, topography, weather and marine phenomena, and coordination with other facilities shall be taken into consideration for the planning of water~ ways VE.1.2. LAYOUT FAIRWAY ‘The intersection. angle of center lines of a waterway at 2 curve should not exceed 30 degrees. The radius of the curve- ture should not be less than 1500 m by preference. other wise the curvature shall be 4 times or more of the overall length of the ship, and the width of the waterway shall be wide encugh for the navigation of the ship (see - fig. 6.1). However, this mey not aply when the fairway is exclusively ng capability such as yachts and for ships o motor boats or when sage and smooth operation of ships can be control such as marks and signals. je by trafe: L ; Overall length of the ship Fig. 6.1 Layout of Waterway at Curve When ever possible the width of waterway shall be determined in accordance with the followings / 1. Standard. | | i i i i i23 1. Standard fairway : A two lanes fairway shall be in accordance with Table 6.1. depending on the length of the fairway and the navigational condition. Fairway for fishing boats or ships of less than 500 » gross ton : The width shall be decided according to the actual situation. Table 6.1. Width of Waterways 7 K dition of Navigation | width, 12 - lane {ships passing by each [relative long jother frequently [straight fairways 78 + 30m not frequently lane curved {ships passing each aixways frequently 98 + 30m i | [not frequently e+ 30m In which B = beam of “design” ship. VI.1.4. DEPTH OF FAIRWAY : ‘The depth of the fairway should be determined by the full load draft of the "design" vessel at Chart Datum, mainly Low Water Spring,to which is added the under keel-cleara: The "design" vessel should be determined on the basis of economic considerations. Due consideration should be given to the type of soil in the waterway and basin when determining the under.keel VI.1.5, STOPPING DISTANCE ‘The length of a fairway at a harbour entrance and the area of a continuous mooring basin should be determined by consider ing the stopping distance of the ship. VE.1.6. CALMNESS OF FAIRWAY The calmness of a waterway should be determined by considering the conditions such as safety of ships, enbarkation of Pilot and use of tugboats. Particularly in the area at the harbour entrance of a basin, necessary measures shall be taken to secure calmness corresponding to the size and kind of the ship, and the size of tugboats when they are used. / Furthermore. ..vi.1.7 24 Furthermore, in addition to incidental waves the influence of longshore waves and waves reflected from a breakwater or quaywall should be considered. FAIRWAY MAINTENANCE “the depth and width of a fairway shall be maintained properly for the efficient use of the harbour and the safe navigation of ships. When a fairway is planned at a river mouth or a beach where much littoral drift is expected, the degree of maintenance avedging required in the futore should be forecasted by estimat- ing the rate of sediment transport by a riverflow and/or the wate of littoral drift caused by waves and currents.ring. Ur.2.22 LOCAPION AND AREA OF BASIN a A basin shall be located in a place of calm water which may be achieved by considering the layout of facilities such as breakwater, piers and ee v1.2.3 22:RRER_OF BASIN FOR ANCHORAGE _OR MOORING re eee ee ee ‘A basin used for anchorage or mooring other than that in front of water area exceeding the area of a circle with the radius obtained 25 2. BASIN VE.2.1. PRINCIPLE OF PLANNING A basin shall provide a calm,sufficiently wide water area and a depth to allow safe anchorage, mooring between buoys, and smooth ship manceu~ i 5 £ from Table 6.2 and in accordance with the natural conditions such as topography, weather and marine phenomena. = Fs : 5 Table 6.2. Area of Basin for Anchorage 2 L is the overall length of the ship (m: D is the water depth (m) ‘Objective of Use | Type of Mooring | Sea Bed Soil oF ; : Wind velocity Radios E offshore waiting | “swinging Moor- | Good anchoring | L+ 60D or cargo handling | ing Bad anchoring L46D+300 Good anchoring | L+4,5 D EB Mooring with 2. In case of a basin for buoy mooring, the radius of the circle can be reduced to the value in Table 6.3. However, if the horizontal displacement of the buoy is expected to be large due to the condition such as large tidal range, the radius shall be adjusted accordingly. See also p.27 fig. 6.2 3. A basin used for anchorage of mooring in front of a wharf, mooring post, piled pier or floating pier should have anappropriate water / The.26 The minimal length should be obtained by adding the molded breadth to the overall length of the ship, to allow the safe and easy berthing and departure of ships. Table 6.3. Area of Basin for Buoy Mooring L. is the overall length of the ship (m). Type of Mooring Area Single buoy Mooring | Circle with radius (L + 25 m) Double buey Mooring Rectangle with length and width {L + 50 m) and 1/2 respectively ‘The width of a basin between wharves facing each other should be determined by considering the conditions such as the size of ships, number of berths and use of tugboats. & basin between hich B parallel wharves should have a min.width of 6.3 , is the beam of the largest vessel. To determine the location, consideration should be following items + a) deviation from normal berthing or anchoring position, and b) safety distance in case of a berth for ships loaded with hazardeous cargoes. AREA OF BASIN FOR SHIP_MANOEUVERING Turning Basin. ‘The area of a basin for turning of the bow of the ship shall exceed the area of the circle with a radius of 1.5. times the overall length of the ship. To enable to turn the bow of the ship - (here. after to be called "bow turning") by using an anchor or using tugboats, the area should exceed an area of the circle with a radius of the overall length of the ship. However, for a very calm basin and for ships with high bow turning capability, the area can be reduéed to the extent not to hinder the bow turning. Mooring basin. The dimension of a mooring basin should be determined carefully taking in to consideration thé use of tugboats, bov~and -stexn thruster, and the influence of wind and currents.27 vi.2.5. DEPTH OF BASIN 1. The depth of the basin should be 1.05 - 1.15 times the full load draft of the design ship below the chart datun level, considering the extent of oscillatory motion of the ship due to the natural conditions such as waves, winds and tidal ‘currents. Jn which - the depth is related to the top of the undulating sea - ¢.a. river-bed. = .05 = keel clearance in inner basin = .15 = keel clearance in outer basin % this provision should not apply to a basin for fitting out ‘ships and a basin used for special anchorage ox mooring of ships. x ferry boats, the draft difference between In case of a basin stern and bow during cargo handling should be considered to deter- \ mine the depth of »: Furthermore, where the sea level of the basin may be below the datum level because the seascnal change of al ‘the mean sea 1 astronomical tide, or where the basin may be exposed to high waves and lexger then the tidal level change due to swells, these influences should be considered. (c) Single Bevy mooring (a) Svinging mooring — () Nooctng with tuo anchors (@) Double bosy mooring Area of Sosia for Anchorage Mooring ger ship fig. 6.2. Area for buoy and anchor mooring28 VI. 2.6. CALMNESS OF BASIN ‘A basin should secure calmwater, for smooth manoeuvring of ships and port operations. For securing the above mentioned calmness, a proper plan shall be made with regard to the arrangement, lengths and crown heights of breakwaters, and establishment of wave absorbing works to dec- rease the influence of the marine phenomena such as diffracted waves, overtopping waves and reflected waves. The critical wave height for cargo handling in a basin in front of berthing facilities should be preferably as specified in Table 6.5. Table 6.5. Critical Wave Height for Cargo Handling. Critical Wave Height For Cargo Handling ( Hy ) | Basin for small | ! | Crafts 30. cn. | Facilities | Others Significant wave height29 VII. TERMINAL CONFIGURATION. VII.1. SEASIDE STRUCTURES. VII.1.1. LENGTH OF THE BERTH. In principal the length of a berth is determined based by the length of a ship (%,) plus 10 % or LAO + 10m. VII.1.2. WIOTH OF THE APRON. The apron width should be determined in such a way that the cargo handling is done in a safe and smooth manner in consideration of the following conditions 1. Use of wharf 2. Types of sheds 3. Type of handling equipment 4. Type of cargo handling The apron for container terminals needs more spec consiaeration Apron width for general cargo handling. ‘Apron Width Ocean going vessels min 30m! Inter island vessels min 25 m! Local vessels min 10m! VIL.1.3. BERTH. / WHARF - ELEVATION. The berth elevation is determined in table 7.2 and refers to a height above the H.N.S. Table 7.2. Berth elevation above HWS. Tidal range Tidal range Jess than 3,0m 3m_or more 0,5-1,5m' 1,0-2,0m water depth of 4,5m or more * For a berth with water depth 93 19m oS c15m of less than 4,5 m For a berth with a: VIT.1.4. VIE.1.5. VIL.1.6. VIL.1.7. VIT.1.8. 30 DIRECTION OF BERT! It is preferable the direction of the berth be the same as the dominant wind direction. SLOPE OF THE APRON. . The Apron should be constructed under a small inclination (0,5 - 1%) so that the water of heavy rainfalls may run off quickly. FRESH WATER AND BUNKERING Adequate Facilities should be provided for fresh water and bunker ing The facilities should be designed in accordance with the water levels. Water outlets and two bunker oi] outlets are to be installed except for the ports which’do not supply water and oi] in the port. Installation of the outlets shall be done in such a way that they will not fall below or High water spring level. TELEPHONE Telephone connections should be installed as required. FENDERING SYSTEM. The fendering system must absorb the kinetic energy of the berthing vessel and transmit horizontal forces exerted on the moored ship by wind, current and waves.at 1.9. 31 The effective berthing energy and berthing velocity should be calculated in accordance to V.t... Berthing force of ships. LIGHTING. The standard specified here shall apply according to the standard intensity of illumination (See Table 7.3). It applies to the wharves where cargo handling, berthing and passengers boarding occurs at night. - The standard intensity of illumination indicates the minimum value of the mean intensity of illumination at the floor or ground surface. Table 7:3: Standard intensity of illumination. Apron "Standard Intensity of I1lu - mination (lux) Mooring facilities for passengers/ vehicles. Other mooring fac (ie ing-and is relatively simple, illumination shall be min.70 Installation of the lighting or electricity shall be according to the Standard of the Indonesian State Electricity Company “ PERUSAHAAN LIS TRIK NEGARA " ( PLN).yEl21:10.17 VIL.1,10.2. 32 MOORING EQUIPMENT The mooring equipment for mooring facilities, excluding slipways, shall conform to the following standards: (1} The ‘mooring equipment should have sufficient strength to Sustain the forces exerted by the largest ship. (2) The mooring equipment should be installed at an appropriate place in consideration of the overall length, molded breadth, beam, fU11-load draft and gross tonnage of the design ship. Here, the term "sufi t strength" should refer to a safe strength against the tractive force of the largest ship on the mooring post, and “appropriate place" should mean the place where safe and smooth mooring and cargo handling of the ships is assured. MOORING POSTS AND MOORING RINGS. General. The quaywall shall have mooring posts or rings provided. Arrangement of Mooring Posts and Mooring Rings. (a) The bollards shail be installed at a distance of 0,5 - 1,5 m. from the front of the berth. S The spacing and minimum number of installation of bollards per berth should be as shown in Table 7.5.33 Table 7.5. Arrangement of Bollards. Gross Tonnage * Max.Spacing ' Min. Number of ship of Bollard of Installation (Ton) (m) per Berth - 2.000 10 - 15 4 2.001 - §.000 20 6 5.001 - 20.000 25 6 20.001 - 50.000 35 8 50.001 100,000 45 8 (b) The forces on the bollards are mentioned in Table § ADDERS Laders should be installed on the front side of the berth every 50 m. Table 7.6. Dimension of Transit Shed. WIDTH LENGTH Gateway Port 50 Mt 100 Mt Collector Port 40 Mt 80M Trunk/Feeder Port 30M 60 Mt | {| | | \ \34 VII. 2. LANDSIDE STRUCTURES. VII.2.1. Transit Shed. Whenever open storage is not appropriate for the transition of goods from the port to the hinterland, Transit Sheds should be pianned and constructed. The design of it should be based on the following, i 10. A loa The dimensions of the shed should be according :to table 7.6. Columns inside the shed kept to a minimum. Good ventilation and sufficient lighting (see VII. 2.5) - A clear heigth of 5 m minimum inside. . Simple construction so that dismantling and reerection can be done easily. 9 platform ax the land side, 1.2-1.3m of height and 3 m-5 m of width, if needed. . Sufficient doors width 5 m at the longsides and 7 m at the short side and aheigth 4.5-5 m. Roof overhang depending on the width of the loading plat- form. A flat and resistent floor, having a bearing capacity according to table 5.3 The slope of the foor should be 1:40 or fainter. Other facilities for customs, and godown personnel should be provided.VII.2.2. VIT.2.3. 35 Open Storage. The total open storage area should be based on the proposed annua tonnage worked over the port, from which should be substracted the direct delivery tonnage and the tonnage stored in the transit sheds and ‘warehouses. Due consideration should be given to = Stacking height - Variation in storage demand - Preference of open storage to transit sheds. The design of open storage should be based on : - Ares configuration wun width of 30 - 40m for interisland berth and 40 - 50 m For ocean going berth. - Parking arez for trucks loading and unloading - Good access ~ Storage loads and wheel loads. Loads The design of the loads should be based on the intensity and type of traf Main roads in ports should have minimal 2 separate lanes, each lane having a minimum width of 2,75 m. Provisions should be made for queinglanes at the entrance of tne ports, terminals side walks and drainage. Main roads of container terminals should have preferably seperated lanes.VIL.2.4. VII.2.5. 36 Pavement. The pavement of the terminal can either be flexible,rigid or semi - rigid. Its design, must comply to the Regulations of the Indonesian Road Department, where applicable. Due consideration should be given to : - the sub soil condition - uniformity of pavement for transit sheds and open storage. Lighting During the day sufficient light should enter buildings. Artificial lighting should be provided under the following conditions : - Transit shed 30 tux - Office 50" - Office work area 200 * - Open storage one ~ Container terminal dre Roads outside the ter- minal Saree In open storage areas and container terminals the lighting units should be mounted on flood light towers.37 VII,3. Other facilities. VIL.3.1 Drainage. An adequate drainage system should be designed,which can cope with rainfall conditions in Indonesia the system should keep the : ground water level at least 0,6 m below ground level. 3.2. Sewer system and pollution aids. Appropriate measurements should be take according to regional regulations. 3.3 Lightning protection. Where safety of life and property are requixedlightning protection should b: provided at the facilities concerned.38 VII.3.2 Fire fighting system. VIL.3.3 Ports shouldbe provided by an adequate fire fighting system.. This may including : Fire fighting central station. Mobile fire fighting equipment. - A fire alarm system. : All over the area undercover hydrant connections. Structures oldshu be provided with = - Asprinklec installation, when its value or cargo requires so. - Flexible hoses. - Extinguishers. In a transit shed flexible. hoses dia 50 mm, each in a box with a glass door,should be installed,4 on each long side and 2 on each gable. Construction materials. Construction materials should fulfil the requirements of the standard regulations in force in Indonesia. When these regulations do not cover the material or cons - truction, other standards accepted by DGSC should be adopted.Attachment. : ANNEX 1 GATEWAY PORT. a. Container Ship = Size 15.000 OWT - 35.000 OWT Max. Draft : 9.00 m - 12.000 m. Length (LOA) =: 175 m- 285 m Beam + @m- 2m Hax.Berth length: 295 m (LOA + 10m) b. Deepsea General cargo /multipurpose/Ro - Ro ship. Size 8.000 DWT - 20.000 DWT Max. Draft : 8.00 m - 10,00 m Length (LOA) : 130 m ~ Beam : 1Bm- 2m Max.Berth length: 185 m (LOA + 10 m) wise - Short sea mul urpose ship from/to collector port. Size 1000 DWT - 4000 DuT Max. Draft : 4.00 - 6.00m Length (LOA) : 70 m = 100 m Beam 2 10m- 14m Max.Berth Length : 110 m (LOA + 10 m ) Size 2.500 DWT - 3.500 DWT Max. Draft : 4.80 m- 5.40 m Length (LOA): 100m - 115 m Beam 214.5 m= 15.20 Max.Berth Length : 125 m (LOA + 10 M)‘ANNEX 2 COLLECTOR PORT : Short sea General Cargo/Multipurpose/Ro - Ro ship a. ILS Service Ship calling at collector ports and trunk port : Size. : 1000 DWT - 4000 DWT Max. Draft: 4.00 m - 6.00 m Length (LOA) : 70 m-- 100m Beam : 10m- 4m Max.Berth Length: 110 m (LOA + 10 m) b. ILS Service Ship calling at Feeder Port : Size : 500 DNT - 1000 DWT Max. Draft > 2.80 m- 4.00 m Length (LOA) : 48m- 58m Beam 2 8.2m-9.5m Max.Berth Length: 78m ( LOA + 10m) c. Deepsea General Cargo/Multipurpose/Ro - Ro Ship *) Size : 5000 DWT - 10000 DUT Max. Draft : 6.8m- 8.2m Length (LOA) : 103 m- 144m Beam : 15.4m-19.4m Max. Berth Length (LOA + 10m) : 155 m d. Passenger Ship. -- see d1 pagel. *) Note : Depending on the depth available. Some collector ports are called by “ Kapal KhususANNEX 3 TRUNK PORT. a. Short sea General Cargo/Multipurpose/Ro - Ro Ship. - ILS Service ship from collector port or Gateway Port. Size : 1000 DNT - 4000 OWT Max. Draft : 4.00m-6 m Length (LOA) + 70m-~- 100m Beam : 10m- 14m Max. Berth Length (LOA +10m) : 110m b. Short sea multipurpose ship. Size : 800 OWT - 1000 OWT Max. Draft : 2.80 m - 4.00 m Length (LOA) : 48 m - 58m Beam : 8.2 m- 9.5m Max. Berth Length (LOA + 10m) : 70m c. Perintis shipping : Short sea multipurpose ship. Size : 00 DWT - 1000 OWT Max. Draft : 2.80 m =.4.00 m Length (LOA). = 48m - 58m Beam 2 8.2m-9.5m Max. Berth Length (LOA + 10M) : 70m.ANNEX 34, FEEDER PORT : a. General Cargo Ship - Short sea multipurpose Jess than 1000 OWT max. draft 3.5 m b. Perintis shipping - Short sea Multipurpose Ship. Size : 500 DWT - 1000 DWT Max. Draft 1 2.80 m- 4.00 m Length (LOA) + 48 m- 58m Beam 2 8.2m- 9.5 m Max. Berth Length (194+ 10m) : 70m c Local Size : $00 OWT - 700 DWT Length : 39m- 52m Beam : 7.50 m= 8.70 m Max. Draft 2 (2:80 m= 3.30 m Berth Length : 60m d. Pelra Size : 200 DWT - 400 DWNT Length : 25m - 39m i _Beam 2 8.50 m~ 7.50 m Max. Draft = 2.20 m - 2.50m Berth Length : 50mANNEX 4 +1. DIMENSIONS OF suIPs The dimensions of the ships shall be determined appropriately, to insure that the,port/and harbour facilities can accomodate these ships. When the. adinensions ‘Gf the ships are not known clearly, those nay be determined in reference to Table ..2. ‘able “A Standard Size of Shi it (aitaiaw) © Fal nome [Orr faites [ais [alli T rage | Net | ued i a) Ke | length | becadth | depth | dealt 485 | Jancis | breadth | dey | draft 29 pl mal a6] sa roo] as] 1.9] so] a6 | ms ca] 59 zoo) 22|° 129] 62] “45 we} ur] ne] 63 300 | soa) asa] ma] st wooo} | 0) os]. st | sow} 323] aca) 28] 56 son | as | 27] una)’ 30 | 5,000} 135, aa| 60 mao] in| os] 24 | 3.050 | 398 ros} 7a wooo} agi} m2) wt] 308 7.00] 4e napa a asa] nt a 300] 150 6) 7.5 26 16.5 | 125 ~ 9,000 385 3.0 230, wa] 13.6 10.000) 300 e2 2] 16 coo |. a8 a8 mo) 09 0.000 | 397 22 aus] 9.0 wan | 22 17.9) 10.0 a6] 20 st[ as| acl a8 10 at sal oosf si] az 157 20 af na| oa} st x70 26 - | 2} ze] 59 a 108 | wal nal oad ua : sa} asa} sa] cafe a8 a wat) 16.9 25 nay? 13.3 E x9] 47.6] 100 "15 : 1% sot 1a : 133 ios 160 5 | vow) ut wt 15,000 162 wT 40 20,000 a 128 — 10,000 15.7 7 “50 40.000 za) m2 i a3 ual sind E 5 5,000 a1 | .85 10,000 Gs sal 94 2 33,000 BT i oo} st} soz] 4.0 : : 4 3 : | :ANNEX 5 so} “300 aes’ “ne Fw 20 snipe ; shlon and 3 5 8 | eae e 0009 Zeo0 2o0%0 woo seo wine Fig. 4.11e. Appcoxtnate evlacions Beeween Saad Walyhe Toanays (Owe) and peinctpst . Slesustons of muteigveposm, concaipec, ronea ond ceieigecsted vessula Plimsoll serk deck. Line indicator » indication bov thuster indication bulbous boy walbous bow bow thrusterANNEX 6 URN IVLNOD pee queen) SdIHS ODI TWU3NEDANNEX 7 SUBHNVL en peg wom suzluyyoning ip g eonce ANNEX 8. cere qian Amo 000°O) ~~ ALIOVaV9 SYBNNVL 40 SNOTSNBHIO NIVW“S13SS3A U3MIVIHOD Od SIOVNNOL O3¥31S1 ANNEX 9 —— (root) 14a en ee 9 (000) 10 01 ost co ost | oor ose -}o07 O9Wv) WIKIO ‘suaTuwONNS “SudwL OLN ONY JNOTZROW30 N33ML38 LYRE ‘YKo Ensen tye 4H (reo) aaa Piece Ooamstceacenmmt meade 5 a st o st oc se 07 37 + 001) sma|. 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