PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES – 913 – Chapter 6 Port Transportation Facilities 1 General Ministerial Ordinance General Provisions Article 35 1 The performance requirements for port transportation facilities shall be such that the port transportation facilities satisfy the requirements specified by the Minister of Land, Infrastructure, Transport and Tourism so 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 environmental conditions, as well as the traffic conditions in the port and its hinterland. 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 currents, earthquake 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 Article 40 The items necessary for the performance requirements of port transportation facilities 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 Port Transportation Facilities Article 74 The items to be specified by the Public Notice under Article 40 of the Ministerial Ordinance 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 Facilities 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 connection with other traffic facilities, the utilization of other traffic facilities, and others so as to secure the safe and smooth traffic in the port.
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PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
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Chapter 6 Port Transportation Facilities
1 GeneralMinisterial OrdinanceGeneral Provisions
Article 35 1TheperformancerequirementsforporttransportationfacilitiesshallbesuchthattheporttransportationfacilitiessatisfytherequirementsspecifiedbytheMinisterofLand,Infrastructure,TransportandTourismsoas toenable thesafeandsmoothusageofvehiclesandships inconsiderationof its facility type inlightofgeotechnicalcharacteristics,meteorologicalcharacteristics,seastatesand/orotherenvironmentalconditions,aswellasthetrafficconditionsintheportanditshinterland.
2The performance requirements for port transportation facilities shall be such that port transportationfacilitieshavestructuralstabilityagainstselfweight,earthpressure,waterpressure,waves,watercurrents,earthquakegroundmotions,imposedloads,winds,flamesandheatfromfires,collisionwithshipsand/orotheractions.
Ministerial OrdinanceNecessary Items concerning Port Transportation Facilities
Public NoticePerformance Criteria Common to Port Transportation Facilities
Article 75 Theperformance criteria common toport transportation facilities shall be such that port transportationfacilitiesareappropriatelylocatedandhavetherequireddimensionsinconsiderationofthetripgeneration,theprojectedtrafficvolume,theenvironmentalconditionstowhichtheyaresubjected,smoothconnectionwithothertrafficfacilities,theutilizationofothertrafficfacilities,andotherssoastosecurethesafeandsmoothtrafficintheport.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
2 RoadsMinisterial OrdinancePerformance Requirements for Roads
(4)Roads that are exclusively used for pedestrians and bicycles shall have appropriate structure inconsiderationoftheutilizationconditionsofthefacilitiesoftheportsituatedneartheroadconcerned.
(5)In caseof the roadsonwhich specialvehicles suchas tractor-semitrailers carrying tall containers,
PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
2.1 Fundamentals of Performance Verification Whensettingthedesigntrafficvolumesfortheperformanceverificationofaroad,theoriginatingandterminatingtrafficvolumemaybegenerallyestimatedaccordingtothecharacteristicsoftherelevantport,bycategorizingthetrafficvolumes into the trafficvolumeassociatedwithphysicaldistribution inandaround theportand the trafficvolumeassociatedwiththeindustrieslocatedinandaroundtheport,thetrafficvolumeassociatedwithsuchfacilitiesasgreenareasandmarinas.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
① BasicprinciplesforestimationItispreferablethatthetripgenerationandattraction,whichisthebaseforcalculatingthedesigntrafficvolume,beestimatedaccordingtothecharacteristicsofthetargetport. Inaddition,theoriginatingandterminatingtrafficvolumemaybeestimatedbycategorizing the trafficvolumes into the trafficvolumeassociatedwithphysicaldistribution,thetrafficvolumeassociatedwiththeindustrieslocatedinandaroundtheport,andthetrafficvolumeassociatedwithsuchfacilitiesasgreenareasandmarinas.
② Estimationmethodforthetrafficvolumeassociatedwithphysicaldistribution
(a) Thetrafficvolumeassociatedwithphysicaldistributionmaybeestimatedusingthebasicunitswhichareobtainedfromthepastrecordsorforecastsofthecargohandlingvolumeintheport(FTunit),andthenumberofcontainershandledintheport(TEUunit).Itispreferabletodeterminethebasicunitsbasedonthepastrecordsofthecargohandlingvolumeandcontainerhandlingvolumeintheportsofwhichcharacteristicsaresimilar to thatof the targetportand theactual recordsof the trafficvolumeobtainedfromtheactualconditionsurveydata,androadtrafficcensuses.However,whenitisdifficulttoestimatethesebasicunits,thefollowingestimationmethodsmaybeusedasareference. The concept of setting the coefficient here may also apply to the setting of other coefficients in theperformanceverificationofroads.
b :coefficientforconversionintothenumberofalllargevehicles theratioofthenumberofalllargevehiclesincludingemptiestothenumberoflargevehicles
whichcarrycargoes. c :coefficientforconversionintothenumberofallvehicles theratioofthenumberofallvehiclesincludingsmallandmediumvehiclestothenumberofall
PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
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2) Estimationmethodusingtheitem-specificcargohandlingvolumeintheportIn caseswhere the volumeof certain cargo items are especially large, the annual trip generation andattractionperyearmaybeestimatedusingequation (2.2.2) basedon the item-specificcargohandlingvolumeintheport(FT/year)atthetargetyear.Tripgenerationandattractionperyear(vehicles/year)
where, ai :coefficientforconversionintothenumberoflargevehicleswhichcarrycargoesbyitem acoefficientforconversionintothenumberoflargevehicleswhichcarriescargoes(vehicles/
ofcontainershandledintheport(TEU/year)bythesubtraction(1-Tr). Fc :Fullcontainerratio Theratioofthenumberoffullcontainerstothenumberofnon-transshippedcontainers,which
isusedtocalculatethenumberofcontainerstransportedfromtheterminalstothehinterland. Bc :Extensioncoefficienttoincludetheflowofemptycontainers Thetransportofafullcontainerintooroutoftheportisalwaysaccompaniedbythetransport
ofanemptycontainer.Forthisreason,Bcisusedtoconvertthenumberoftransportsoffullcontainers into thenumberof transportsofboth fullandemptycontainers. Themaximumvalueof2.0isgenerallysetforBc,butasmallervaluemaybeusedincaseswhereitisexpectedthatthecontainervantransportbecomesmoreefficient.Fordomestictradecontainers,avaluebetween1.0and1.5maybeusedforBcbecauseemptycontainersarelesstransported.
of a 20-feet container requires one vehicle, while the transport of a 40-feet container alsorequiresonevehicle.Forthisreason,αcisusedtoconvertthenumberofcontainersexpressedintheTEUunit(i.e.twenty-footequivalentunit)totheactualnumberofcontainers.
(b)EstimationmethodusingthebasicunitspresentedintheNational Survey on the Net Movement of Cargoes (Physical Distribution Census)3) ThetrafficvolumeassociatedwiththeindustrieslocatedinandaroundtheportmaybegenerallyestimatedusingthestagedestimationmethodshowninFig. 2.2.2.
Assumption of the lot area and number of employees of the industry by type of business
Estimation of the incoming and outgoing cargo volume (MT unit) using the basic units for the incoming andoutgoing cargo volume per lot area (m2) by type of businessEstimation of the incoming and outgoing cargo volume (MT unit) using the basic unitsfor the incoming andoutgoing cargo volume per one employee by type of business
Estimation of the annual incoming and outgoing cargo volume by type of business (MT unit) carried byautomobile using the automobile transport share by type of business and the following formula:Annual incoming and outgoing cargo volume by type of business (automobile) = Annual incoming and outgoing cargo volume by type of business ×automobile transport share
Setting of the incoming and outgoing cargo volume (MT unit) through comparative examination ofthe estimation results of both the lot areas and the numbers of employees
Estimation of the annual incoming and outgoing cargo volume from the annual incoming and outgoing cargovolume 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 with the Industries Located in and around the Port based on the “National Survey on the Net Movement of Cargoes”
A coefficient for conversion into the number of loaded large vehicles which carry cargoes(vehicles/MT),whichisthereciprocalvalueofthecapacitytonnageperalargevehiclewhichcarrycargoesbyitem(MT/vehicle),ontheassumptionthatmostoftheincomingandoutgoingcargoesaretransportedbylargevehicles.
b :coefficientforconversionintothenumberofalllargevehicles c :coefficientforconversionintothenumberofallvehicles
(d)TrafficvolumeassociatedwithferriesWithregardtothetrafficvolumeassociatedwithaferry,itisnecessarytoestimatethepeakhourlytrafficvolumeintendedforthemaximumnumberofvehiclesthatdisembarkfromtheferry.Thepeakhourlytrafficvolumemay usually be obtained using equation (2.2.9). The term “maximum number of disembarkingvehiclesintheoperationcycle”standsfor,forexample,incaseswhereferriesoperateseveraltimesaday,“thelargestnumberofvehiclesthatdisembarkfromaferryduringtheday”orincaseswhereferriesoperateseveraltimesaweek,“thelargestnumberofthatduringtheweek”.
(e) TrafficvolumesassociatedwithotherfacilitiesIt is also necessary to set the traffic volumes associatedwith facilities other than those described aboveaccordingtothecharacteristicsofthetargetport.
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(a) Ingeneral,whenestimating thedesigndaily trafficvolumes, it ispreferable touse the4-stageestimationmethodbasedontheincomingandoutgoingtrafficvolume,whichisatechniquefortrafficplanning.The4-stageestimationmethodisthetechniquetoestimatetrafficvolumesin4stagesasshowninFig. 2.2.3.6)
Estimation of the incoming and outgoing traffic volume
Estimation of the distributed traffic volume
Estimation of the traffic volume shared by each transportation mode
Estimation of the assigned traffic volume
Fig. 2.2.3 4-stage Estimation Method
(b)EstimationofthetripgenerationandattractionIn the trip generation and attraction estimation stage, the total trip number in the target area is firstlypredicted,andthenthetripgenerationandattraction(Ti,Tj)valuesfortheindividualzonesinthetargetareaareestimated.Thetripgenerationandattractionineachzonearepredictedusingthebasicunitmethodandtheregressionmodels.Fortheroadinaport,themethodpresentedin (2) maybeapplied.
(c) EstimationofthedistributedtrafficvolumeInthedistributedtrafficvolumeestimationstage,thetrafficvolumebetweenzonei andzonej(Tij)isestimatedbyassociating the incoming trafficvolumeforzone i (Ti)with theoutgoing trafficvolumeforzone j (Tj),whichwere estimated in the incomingandoutgoing trafficvolumeestimation stage. Models to estimatethedistributedtrafficvolumearegenerallyclassifiedintothecurrentpatternmethodandthegravitymodelmethod.
(e) EstimationoftheassignedtrafficvolumesIntheassignedtrafficvolumeestimationstage,theroutesonwhichthepreviouslyestimatedinter-zonetrafficvolumesoccurarepredicted. In thisassignedtrafficvolumeestimationprocess, it isnecessarytoset thenetwork,thecostsrequiredforeachrouteandtherouteselectioncriteria.Theassignedtrafficvolumesbyeachroutebasicallyrepresentthedesigndailytrafficvolumesforthetargetroad
(b)AdjustmentoftheshareoflargevehiclesIn general, the share of large vehicles in the port-related traffic volumes is larger than that in the trafficvolumesforwhichthecityplanningortheroadplanningisintended.Therefore,addingoftrafficvolumesbasedontheactualnumberofvehiclesundertheconditionwherebothsharesoflargevehiclesdifferleadstounderestimationoftheport-relatedtrafficvolumes.Asaresult,itgivestheinordinateburdeninexcessoftheactualconditiontothehinterland. Therefore,whentheratiooflargevehiclestoallvehiclesderivedintheprocessofestimatingtheincomingandoutgoing trafficvolumeassociatedwithports isdifferent from thatassumed incityplanningor roadplanning, it isnecessary tocorrect theshareof largevehicles toadjust the incomingandoutgoing trafficvolumeassociatedwithportstothehinterlandusingequation (2.2.12).Inequation (2.2.12),coefficientforconversionofalargevehicleintopassengervehiclesis2.0.
① CalculationmethodofthedesignhourlytrafficvolumeThedesignhourly trafficvolume inbothdirectionswhich is required for determining thenumberof lanesmaybecalculatedfromtheestimateddesigndailytrafficvolumeusingequation(2.2.13).Designhourlytrafficvolume(vehicles/hour)
=Designtrafficvolume(vehicles/day) (2.2.13)
where, K :Ratioofthedesignhourlytrafficvolume(usuallythe30thhourlytrafficvolume)tothedesign
②EstimationmethodbasedonmeasuredvaluesofsimilarroadsorsurroundingroadsIngeneraltrafficvolumestudies,becausefew24hourmeasurementsandannualcontinuousmeasurementsareperformed,Traffic Volume of Roads7)providesequation(2.2.14)forestimationoftheK30valuefromordinaryobservationstudydata.Accordingly,thevaluecalculatedfromordinaryobservationdataofsimilarroadsusingequation(2.2.14)canbeusedastheK30value.
Annual average daily traffic volume (AADT): vehicles/day
20,000 30,000 40,000 50,000
Fig. 2.2.4 Relationship between Annual Average of Daily Traffic Volume and K30 Valueand its Model Formula
(6)DeterminationoftheNumberofLanesofRoadsinaPort
① BasicprinciplesfordeterminingthenumberoflanesofroadsaportWhendeterminingthenumberoflanesofroadsinaport,itshallbeprimarilyjudgedwhether2lanesforbothdirections is sufficient toaccommodate the trafficvolumes, comparing thedesignhourly trafficvolume forbothdirectionswiththedesignstandardtrafficvolume.Thatis,ifthedesignhourlytrafficvolumeforbothdirectionsfortheroadinthetargetportisequaltoorlessthanthedesignstandardtrafficvolumevaluefor2lanes,thenumberoflanesforbothdirectionsshallbe2. Ifthedesignhourlytrafficvolumeforbothdirectionsoftheroadinthetargetportislargerthanthedesignstandardtrafficvolumevaluefor2lanes,theroadshallhavetwoormorelanesineachdirection.Inthiscase,thenumberoflanesforonedirectionshallbesetbasedoncomparisonofthedesignhourlytrafficvolumefortheheavier-trafficdirectionandthedesignstandardtrafficvolumesformultiplelanes.Thetotalnumberoflanesofaportroadshallinprinciplebesetsothatthetotalnumberoflanesmaybetwotimesthenumberoflanesforonedirectionsetbasedontheheavier-trafficdirectiontrafficvolume,becausethetotalnumberoflanesisusuallyanevennumber.
② Criteriaforsetting2lanesforbothdirectionsWhensettingthenumberoflanes,thenumberoflanesinthefollowingcasesshallbe2.
D :Ratioofthetrafficvolumeintheheavier-trafficdirectiontothedesignhourlytrafficvolume(%)
If the traffic volumes are analyzed on an hour-by-hour basis, it can be seen that the peak-hour trafficvolumesinbothdirectionsdiffersignificantly.Ifthenumbersoflanesaresetbasedonthetotalvalueofthedesignhourlytrafficvolumesinbothdirections,theserviceabilityoftheroadduringthepeakhourislow.Therefore,itispreferabletoestimatethedesignhourlytrafficvolumefortheheavier-trafficdirectionusingtheDvalue.Inaddition,itispreferabletosettheDvalueaccordingtothecharacteristicsofthetargetports.
④ EstimationoftheD valueProcedurestoestimatetheD valueinconcretewayareasfollows;theestimationfromresultsofcontinuoustraffic volume observations and the estimation from actualmeasurements taken on the routeswith similarcharacteristicsandtrafficconditions.Actualproceduresareshownbelow.
(a) EstimationmethodbasedontheactualmeasurementstakenonthesimilarroadsorontheneighboringroadsTraffic Capacities of Roads 9)presentsequation (2.2.23),whichusesheavier-trafficdirectioncoefficientsfor
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
where, D :Ratioofthetrafficvolumeintheheavier-trafficdirectiontothedesignhourlytrafficvolume(%) Pu :Trafficvolumeintheinbounddirectionduringthepeakhour(pcu/hour) Pd :Trafficvolumeintheoutbounddirectionduringthepeakhour(pcu/hour)
2.4 Widening of the Curved Sections of RoadsInthecaseoftheportroadthroughwhichanumberoflargevehiclespass,thecurvedsectionsshouldbewidenedappropriatelyaccordingtothedesignvehicles.
2.6 Level CrossingsInthecaseoftheportroadthroughwhichanumberoflargevehiclespass,levelcrossingsshouldbedesignedgivingdue consideration to the behavior of large vehicleswhichhave lowdriving performance such as the acceleratingperformanceatstart.
Examination of the stability against the surcharges
Determination of the design of the joints
Determination of the total thickness of the pavement
Examination of the depth of frost penetration depth
(Design traffic volume for the unit section, with or without such vehicles as mobile cranes and tractor-semitrailers, and weather conditions)
Estimation of the distributions of the wheel loads of moving vehicles
Fig. 2.2.5 Example of Performance Verification Procedure for Cement Concrete Pavements
PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
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Determination of the design conditions
Evaluation of the actions
Examination of the stability against the surcharges
Determination of the thickness of each part of the pavement
Determination of the composition of the pavement
Determination of the total thickness of the pavement
Examination of the depth of frost penetration depth
(Design traffic volume for the unit section, with or without such vehicles as mobile cranes and tractor-semitrailers)
Determination of the cumulative 5 ton equivalent number of wheels
Fig. 2.2.6 Example of Performance Verification Procedure for Asphalt Concrete Pavements
(2)PerformanceVerification
①The Guidelines for Designing and Constructing Pavements10)present,as themethodofdetermining thetrafficvolumesforstructuraldesignofpavements,(a)themethodbasedonthelargevehicletrafficvolumeand(b)themethodbasedonthewheelloadsofmovingvehicles.
(a)MethodbasedonlargevehicletrafficvolumeThemethodbasedon the largevehicle trafficvolume is thatbasedon theaverage trafficvolumeof largevehicles(numberofvehicles・day・direction)duringthedesignworkinglifeandispopularlyusedforordinaryroadpavements.TheAsphaltPavingGuidelinespresentthefollowingclassificationofdesigntrafficvolumesaccordingtothelargevehicletrafficvolume:
In the Guidelines, the term “large vehicles” stands for ordinary freight vehicles, buses and specialvehicles.
(b)ThemethodbasedonthewheelloadsofmovingvehiclesThemethodbased on thewheel loads ofmoving vehicles is themethod to estimate the size distributionofmovingvehicles. Thecumulative5-ton-equivalentnumberofwheelsduring thedesignworkinglife iscalculatedfromthenumbersofmovingvehiclesforeachwheelloadrange,takingintoaccounttheratesoftrafficvolumeincrease.Whenconvertingthetrafficvolume(Ni)forthegivenwheelload(Pi)intothetrafficvolume(Ni5)forthe5-tonwheelload,theso-called“fourthpowermethod”showninequation(2.2.24) isused.
(2.2.24)where,
Ni5 :trafficvolumeforthe5-tonwheelload(vehicles/day) Pi :wheelload(kN) Ni :trafficvolume(vehicles/day)
② Themethod described in (a) above is simpler than themethod described in (b). However, in caseswherecircumstancesrequire,suchaswhereitisexpectedthatheavyvehiclessuchassemi-trailertrucksandmobilecranesgothrough,itispreferabletoapply(b)inwhichthepropertiesofthetrafficcanbeconsidered.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
References
1) Takahashi,H.:Studyofdesigning roads in theportarea Astandard fordesigning roads in theportarea :Aproposal-,ResearchReportofNationalInstituteforLandandInfrastructureManagementNo.21,2005
2) InformationManagement Department, policy Bureau,Ministry of Land, Infrastructure and Transport: Port Statistics (2002),,2004
actionsituation,inwhichthedominantactionisselfweight,shallbelessthanthethresholdlevel.(2)The riskof impairing the integrityof structuralmembersunder thepermanent action situation, in
whichthedominantactionisearthpressures,shallbeequaltoorlessthanthethresholdlevel.(3)The riskoffloating-upof the immersed tunnel elements, ventilation facilities and shafts under the
limiting to accidental situations are shown inAttached Table 63. [The reasonwhy setting“damages” as the verification item in theAttached Table 63 is that it aims to describe in acomprehensivemannerconsideringthattheverificationitemsvarydependingonthestructureandstructuraltypeofthefacility].
Attached Table 63 Settings relating to the Design Situations limiting to Accidental Situations and Performance Criteria Common to All Underwater Tunnels
(2)In the performance verifications of immersed tunnels for port roads,The Technical Manual for Immersed Tunnels1)maybeusedasareference.Whenmakingageneralstudyonthedesign,fabricationandconstructionoftheimmersedtunnelmethod,Reference2)mayserveasareference.Inaddition,whenexaminingtheseismic-resistantperformance,itispreferabletouseReference3)asareference.
Immersed tunnel element
Ventilation tower Ventilation tower
Access road
Open-cutsection
Open-cutsection
Open-cutsection
Open-cutsection
Land tunnelsection
Land tunnelsectionImmersed tunnel section
Immersed tunnelAccess road
Fig. 3.1.1 Definitions of Immersed Tunnel-related Terms
(2)Whendetermining the cross section of an immersed tunnel, the traffic volumeof vehicles, the ratio of largevehiclesinallvehicles,theneedforasidewalk,theneedforabicycletrack,thetypesofcablesandpipesinutilityducts,transportofhazardousmaterials,theexistenceornonexistenceofatollgate,andtheconnectionswithotherroadsshouldbeexaminedinadvance. Sufficient consideration should also be given to the future development plans of other related facilitiesincludingthoseconcerningthepossibilityofdeepeningwaterwaysabovetheimmersedtunnel.Inaddition,itisalsopreferabletostudyadequatelythefutureutilizationplan,becauseitisdifficultforanimmersedtunneltoenhanceitsfunctionssuchaswideningofitswidthonceithasbeencompleted.
② Asteelshelltypeimmersedtunnelelementisconstructedbybuildingthesteelshellfirstandthenfillingtheinsidespaceof theshellwithconcrete. Theloads thatactonacompletedsteelshell typeimmersedtunnelelement are basically borne by the reinforced concrete in the steel shell. Concrete type immersed tunnelelementsalsohaveacoveringmadeofthinsteelsheetforprotectionandwaterproofing.Therefore,thereisnoclearessentialdifferencebetweenthesetwotypes.Itisconsideredthatinacompositetype,concreteandsteelsheetareintegratedwithshearconnectorsandthatnotonlytheconcretebutalsothesteelsheetbearstheloads.
③ Steelshelltypeimmersedtunnelelementsrequirealargeamountofsteel,butdonotalwaysrequireadrydockbecausetheycanbeconstructedinashipway.Ontheotherhand,concretetypeimmersedtunnelelementsdonotrequirealargeamountofsteel,butdorequireadeepdrydock.Whenselectingthetypeofanimmersedtunnelelementinaspecificcase,considerationshouldbegiventothefabricationyard,economicalefficiency,andconstructability.
(7)ManagementFacilitiesandEquipmentManagementfacilitiesandequipmentincludethefacilitiesandequipmentforventilation,emergency,lighting,electric-power,securityandmeasurement,monitoringandcontrol,anddrainage.Incaseswhereaventilationtower isconstructedasaventilationfacility, it isnecessarytoallocatefunctionallytheventilationequipment,electricalequipment,controlequipmentandotherancillaryequipment.Itisalsonecessarytoinstallconnectionductsthatconnecttheventilationtowerwiththemainbodyofthetunnel,inletportsandexhaustportssothatefficientventilationmaybeachieved.
3.3 Determination of the Basic Cross Section
(1) ImmersedTunnelElements
① Thetopsurfaceofimmersedtunnelelementsshallbecoveredwithappropriatematerialoftherequiredthicknesssothatthestructuralsafetyoftheelementsmaybeensuredtakingintoconsiderationthepenetrationdepthofanchorcausedbycastinganddraggingofship’sanchor,thefrequenciesofanchoringanddraggingofanchor,thebuoyancyofthetunnel,andthescouringduetowavesandwaterflows.Inprinciple,itispreferablethatthethicknessofthecoverlayer,whichincludesthethicknessoftheconcretelayerstoprotecttheupperslab,is1.5morgreater
② Thedepthofimmersionshallbesetappropriatelyinconsiderationofanyfutureplanofdeepeningofthewaterinandaroundthetunnel.
③ Thestructuraltypeandthelengthofanimmersedtunnelelementshallbedeterminedinconsiderationofthesectionalforces, thejointstructure, thesizeofthefabricationyard,thetunnelelementinstallationandjointconstructionmethods, and the economical efficiencyof the immersed tunnel structure including joints. Ingeneral,animmersedtunnelelementlengthofaround100misemployed.
④Inaccordancewiththestructureofanimmersedtunnelelement,fireproofmaterialmayberequired.Insuchcases, the thickness of fireproofmaterial shall be considered in determining the dimensions of inner crosssectionofthetunnel.
(2)VentilationTowers
① Thestructuresoftheventilationtowersforanimmersedtunnelneedtobestudiedwithanappropriatemethodcorrespondingtothecharacteristicsofthefacilitiesandgrounds.
② Theroadsurfaceelevationsoftheentryandexitsectionsofanaccessroadshouldbedeterminedtakingintoconsideration the connectionwith other roads, the elevation of the neighboring grounds, the infiltration ofseawaterorriverwaterduringstormsurges,andthelongitudinalgradientofanimmersedtunnel.
④Groundmotioncanbetransmittedtotheimmersedtunnelfromeverydirection.However,intheperformanceverification,thetunnelisusuallyexaminedfortwodirections;thetransversedirection,inwhichthetunnelissubjected to themaximumflexuralmomentandshearingforce,andthe longitudinaldirection, inwhichthetunnelissubjectedtothemaximumaxialforce.
⑥Appropriatematerials shouldbe selected forfillingconsidering the safetyagainst settlementandsurfacing,liquefactionduetoearthquake,andmaintenancedredgingtokeepthedepthofnavigationchannel.
⑦An immersed tunnel is a structure under the seabed and is often constructed in soft ground. Sufficientexaminationshouldbemadesothatitsfunctionsshouldnotbelostduetowaterseepagefromcracksorjoints.
③ Ajointbetweenanimmersedtunnelelementandaventilationtowershouldalsobeanalyzedandevaluatedadequatelyinthesamemannerasinthecaseofjointsbetweenimmersedtunnelelements.
④ Immersed tunnel joints aregenerally classified into two structural types: “continuous structure”whichhasthesamestiffnessandstrengthasthoseofthecrosssectionsoftheimmersedtunnelelementssoastoenduredeformation,strainduringthepermanentactions,earthquakeandotheractions;and“flexiblestructure”whichhas thesufficientflexibility toabsorb thedeformationsduring thepermanentactions,earthquakeandotheractions
⑥ For joints of the last part of an immersed tunnel, the dryworkmethod, thewaterproof panelmethod, theV-blockmethod,andthekeyelementmethodhavebeenproposed.Itispreferabletodeterminethemethodinconsiderationofthelocation,structure,constructionmethod,andworkability.
(1)DesignVehicleWhen setting the design vehicle in the performance verification, not only special vehicles including tractor-semitrailersandnewstandardvehiclesbutalsovehiclescarriedonferries,ROROvessels,PCCshipsmaybeselectedasthedesignvehicle.
②LocationIn principle, parking lots shall not be located on roads taking into consideration the characteristics of thetraffic inaport. Provided,however, that incaseswhereaparking lothas tobe locatedona roadbecauseof unavoidable reasons including topographical constraint, the objective parking lot shall set the following
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① Aparkinglotformooringfacilitiesforferriesshouldhavesufficientspacetakingintoconsiderationthenumberofvehiclescarriedontherelevantferries,theutilizationrateandtheconcentrationratesoasnottomaketheneighboringtrafficconditionsworse.
③ Theareaofaparkinglotonaferrywharfissometimesdeterminedbymultiplyingtheareaof50m2requiredtoparkan8-tonvehiclebythemaximumnumberof8-ton-equivalentvehiclescarriedontheferrywhichusesthewharf.Inaddition,itisalsonecessarytotakeintoaccounttheratioofthevehicleswhicharetransportedontheferrieswithoutadriverandtheratiooftrailers.
(2)Damageduetoselfweight,variablewaves,Level1earthquakegroundmotions,imposedload,winds,and ship collisions, and/orother actions shall not adversely affect the continueduseof saidbridgewithoutimpairingitsfunction.
(3)EvenincasesthatthefunctionsofbridgesareimpairedbydamageduetoLevel2earthquakegroundmotions,suchdamageshallnothaveaseriouseffectonthestructuralsafetyofthebridges.Provided,however, thatas for theperformance requirements forbridgeswhich requires further improvementinearthquake-resistantperformanceduetoenvironmental,socialconditionsand/orotherconditionstowhich thebridgesconcernedaresubjected, thedamageshallnotadverselyaffect the restorationthroughminorrepairworksofthefunctionsofthebridgesconcerned.
2In addition to the requirements provided in the preceding paragraphs (1) and (2), the performancerequirementsforthebridgeconstitutingapartofaroadwhichisconnectedtohighearthquake-resistancefacilitiesshallbesuchthatthedamageduetoLevel2earthquakegroundmotionsandotheractionsdonotaffect restoration throughminor repairworksof the functions requiredof thebridgeconcerned intheaftermathof theoccurrenceofLevel2earthquakegroundmotions.Provided,however, thatas fortheperformancerequirementsforthebridgewhichrequiresfurtherimprovementinearthquake-resistantperformanceduetoenvironmental,socialconditionsand/orotherconditionstowhichthebridgeconcernedissubjected,damageduetosaidactionsshallnotaffecttherestorationthroughminorrepairworksofthefunctionsofthebridgeconcernedanditscontinueduse.
Public NoticePerformance Criteria of Bridges
Article 79 Theperformancecriteriaofbridgesshallbeasspecifiedinthesubsequentitems:(1)In the case of a bridgewhich overpasses the facilities towhich the Technical Standards apply or
(1)PerformanceCriteriaofBridges①Bridgesassociatedwitha road that connects toahighearthquake-resistance facility (restorability,
serviceability)PerformancecriteriashallbesettosecurerestorabilityagainstaccidentalsituationsassociatedwithLevel2earthquakegroundmotion.Inaddition,itshallalsobesetforthebridgewhichisrequiredtohaveenhancedseismicresistanceaccordingtothenaturalandsocialconditionssurroundingtheobjective bridge to ensure serviceability. Provided, however, that serviceability is a performancerequirementregardingthefunctionswhicharerequiredofthebridgeafteritissubjectedtotheactionofLevel2earthquakegroundmotion,andisnottheperformancerequirementregardingtheoriginalfunctionsrequiredofthebridgeinordinaryconditions.
②Accidental situations where the dominating action is the collision of ships against the bridge(serviceability)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
① Heightbetweenthewatersurfaceandthehighestpointofthenavigatingship
② Tides
③ Trimsofships
④Waveheights
⑤ PsychologicaleffectsonshipcrewTheclearancefromthenearlyhighesthighwaterlevelshouldbedeterminedbyaddinganallowancewhichissettakingintoconsiderationtheabove-mentionedfactorsandotherrelevantfactorstotheheightbetweenthewatersurfaceandthehighestpointofanavigatingship.Inthecaseofabridgelocatedinarivermoutharea,itispreferabletopayfullattentiontothedesignriverhigh-waterlevelaswell. The height between the water surface and the highest point of a navigating ship should be determinedappropriatelyonthestudiesregardingactualconditionsandfuturetrendsoftheshipsenteringtheport,becauseitvarieswidelydependingontheshiptype,andshipsize.AstudycaseontheshipheightbyTakahashietal.10)maybeusedasareference.
PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
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Whendeterminingtheclearanceforabridgecrossingoverthespaceabovehigh-voltagepowertransmissionlines,moresufficientallowanceshouldberequiredtopreventtheelectricdischarge. Whenplanningabridgenearanairport,fullattentionshouldalsobepaidtotherestrictedsurfaceslaiddownbytheAviation Law
④ AllowabledisplacementfortheshipandthefenderWithregardtothetypeandsizeofthedesignship,itispreferabletodeterminethemaximumshipsizebyshiptypebasedontheinvestigationonnavigatingshipsintheseaareawherethebridgeistobeconstructedandtodeterminetheshipsizetakingintoconsiderationthedamageoftheshipatthetimeofcollisionofsmallshipsasnecessary.Thecollisionspeedisusuallydeterminedbasedontheshiptrafficconditionsandtheflowconditionsof thewaterway. Themodeof collisionof ships is usually determinedbasedon the navigating conditionsaroundthepierforeachshiptypeandeachshipsize.
① Inthecaseofabowcollision,thecollisionenergyisabsorbedbythesumofthedisplacementofthefenderandthecrushdisplacementofthebow.
② Inthecaseofahullcollision,thecollisionenergyisabsorbedbythedisplacementofthefender.
(a)Withregard to thekineticenergyof thecollidedship,Part II, Chapter 8, 2.2 Actions Caused by Ship Berthingmaybeusedasareference.Provided,however,thatforbowcollisions,theeccentricityfactorCeandvirtualmassfactorCmmayusuallybesetat1.0and1.1,respectively,andtheshipflexibilityfactorCs andbridgepiershapefactorCcmayusuallybesetat1.0.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(b)The energy absorbed by the displacement of the fendermay usually be obtained based on the followingconcept:
1)The energy absorbed by a rubber fender may be obtained based on the displacement restorationcharacteristicsoftherubberfender.
2) The energy absorbed by awire rope type fendermay be obtained from the relationship between theelongationandtensilestrengthofthewirerope.
PM :shiphullstrength(N) σy :yieldstressforsteelmembers(N/m2) t :thicknessoftheexteriorplate(m) S :distancebetweenribcenters(m) ν :Poisson'sratio A :contactarea(m2)
boxgirderbridge(Tomari-Ohashi)(Secondreport),Proceedingsof40thAnnualConferenceofJSCE,198514) Japan Road Association Bridge Committee: Handbook of painting and corrosion protection of bridges, Japan Road
PART III FACILITIES, CHAPTER 6 PORT TRANSPORTATION FACILITIES
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
6 CanalsMinisterial OrdinancePerformance Requirements for Canals
[Commentary]Article 39 The performance requirements for canals shall be such that the requirements specified by theMinisterofLand,Infrastructure,TransportandTourismaresatisfiedforthesakeofsecuringthesafeandsmoothnavigationofshipsinharborsbytakingintoconsiderationthetrafficcharacteristicsintheportincludingnavigatingshipsandothers.
PART III FACILITIES, CHAPTER 7 CARGO HANDLING FACILITIES
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Chapter 7 Cargo Sorting Facilities
1 GeneralMinisterial OrdinanceGeneral Provisions
Article 411Theperformance requirement for cargo sorting facilities shallbe such that the requirements specifiedby theMinister of Land, Infrastructure, Transport and Tourism are satisfied in light of geotechnicalcharacteristics,meteorologicalcharacteristics,seastatesand/orotherenvironmentalconditions,aswellastheconditionsofcargohandling.
2Theperformance requirement forcargosorting facilities shallbe such that the facilitieshavestabilityagainstselfweight,waves,earthquakegroundmotions,imposedload,winds,and/orotheractions.
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
2 Stationary Cargo Handling Equipment and Rail-mounted Cargo Handling EquipmentMinisterial OrdinancePerformance Requirements for Cargo Handling Equipment
Article 421Theperformancerequirementsforstationarycargohandlingequipmentandrail-mountedcargohandlingequipment (hereinafter referred toas"cargohandlingequipment") shallbe such that the requirementsspecifiedbytheMinisterofLand,Infrastructure,TransportandTourismaresatisfiedsoastoensurethesafeandsmoothsortingofcargoandtokeepthemfrominterferingwiththemooringofshipsorberthingandunberthingofships.
2In addition to the provisions of the preceding paragraph, the performance requirements of the cargohandlingequipmentcitedinthefollowingshallbeasspecifiedintherespectiveitems:(1)Theperformancerequirementsforoilhandlingequipmentshallbesuchthatthedamageduetoself
weight,Level1earthquakegroundmotions,winds,oilweightandpressure,andotheractionsdonotadversely affect the continued use of the oil handling equipment concernedwithout impairing itsfunction.
theintegrityofstructuralmembersshallbeequaltoorlessthanthethresholdlevel.(2)Under the variable action situation inwhich the dominant actions are Level 1 earthquake ground
motions,winds, and theweight and pressure of oil cargoes, the risk of impairing the integrity ofstructuralmembersandlosingthestructuralstabilityshallbeequaltoorlessthanthethresholdlevel.
PART III FACILITIES, CHAPTER 7 CARGO HANDLING FACILITIES
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[Commentary]
(1)PerformanceCriteriaofCargoHandlingEquipment① Petroleumcargohandlingequipment(a)The settings relating to the design situations, other than accidental situations, and performance
(b)Soundnessofmembersandthestabilityofthestructure(serviceability)Whenverifyingtheperformanceofmembers,theperformancecriteriaregardingtheirsoundnessshouldbeappropriatelyprovided. Whenverifyingtheperformanceofpetroleumcargohandlingequipmentwithregardtotheirstructures,theperformancecriteriaregardingtheirstabilityshouldbeappropriatelysetaccordingtothestructuraltype. Cargohandlingequipmentinstalledinahighearthquake-resistancefacility(restorability)Thesettingsrelatingtothedesignsituations,limitedtoaccidentalsituationsonly,andperformancecriteriaforcargohandlingequipmentinstalledinahighearthquake-resistancefacilityareasshowninAttached Table 67. The reason for indicating “damages” in the “Verification item” columnofAttached Table 67 isthatitisnecessarytouseacomprehensivetermtakingaccountthattheverificationitemsvarydependingonthetype,structureandstructuraltypeofthefacilities.
Attached Table 67 Settings relating for Design Situations, limited to Accidental Situations, and Performance Criteria for Cargo Handling Equipment
(2)Cargo handling equipment installed in cargo handling facilities ormooring facilities shall have the requiredstructureandcapacity,andlocation.Theequipmentshallbestructurallysound,beprovidedwithanti-pollutionsystemsagainstdustandnoise,andensuresmoothandsafeoperationincargohandlingactivities.
① DeterminationoftheassumedLevel1andLevel2earthquakegroundmotionontheseismicbedrock
② CalculationofthechangesovertimeinLevel1andLevel2earthquakegroundmotionatthesitewherethecranerailsarelocated
• In case it is necessary to take into consideration the dynamic interactions between the cargo handlingequipmentandmooringfacility,onapiertypequaywallthechangesovertimeinthehorizontalaccelerationsattherailsitearecalculatedtakingintoconsiderationthedynamicinteractionsbetweenthecraneandthepier.Inthecasewheretheinstallationofanearthquake-resistancecraneisexpected,acombinationofrigidityanddampingthatreproducesthenaturalperiodoftheearthquake-resistancecontainercraneshallbegiven,(seeFig. 2.2.1).
PART III FACILITIES, CHAPTER 7 CARGO HANDLING FACILITIES
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• If thedisplacements thatwouldoccur areoutof the allowable ranges, thedimensionsof the earthquake-proofingmechanismsectionwillbechangedandstep③willbeperformedagain.
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
mc
m
kccc
k
cFig. 2.2.1 Modeling of Pier and Crane
(6) ConsiderationsontheRailSpanDisplacementsInprinciple,thecontainercranelegsectionmustnotupliftduringearthquakes.Therefore,itisnecessarytoprovideamechanismthatpreventsdamagestothecranestructurewhentherailspanwidensduringanearthquake.Forexample,inthecaseofacontainercranewhosespanis30.5masshowninFig. 2.2.2,theelasticdeformationrangeofthecranelegsectionaccommodateswideningofthespanuptoaround700mm,thatisareferencevalueandtheactualvaluevariesamongcranes.Byaddingthisamountofdeformation,namelyelasticdeformationrangeofthecranelegsection,tothedisplacementofhalf-amplitudestrokeofabout300mm,thatisalsoareferencevalueandtheactualvaluevariesamongcranes,oftheearthquake-resistancemechanismsection,theallowableamountofdisplacementofabout1,000mminthemaximumforthecranespanisobtained.Therefore,theearthquake-resistancemechanismneeds tobesodesigned,asnecessary, that it isappropriate for theamountof rail spandisplacementcalculatedfromresultsofseismicresponseanalysesofthemooringfacility.
When it is assumedthat the land side rail is fixed
30, 500
Elastic deformation rangeof the crane leg section
700
Stroke of theearthquake-proofingmechanism 300
1, 000
Fig. 2.2.2 Relationship between Deformations of the Crane Leg Section and Rail Span Displacements
PART III FACILITIES, CHAPTER 7 CARGO HANDLING FACILITIES
Thesettingsrelatingtothedesignsituations,exceptaccidentalsituations,andperformancecriteriaforpavementsincargosortingareasareasshowninAttached Table 68.Thereasonforindicating“damages” in the“Verification item”columnofAttached Table 68 is that it isnecessary touseacomprehensivetermtakingaccountthattheverificationitemsvarydependingonthetype,structureandstructuraltypeofthefacilities.
Attached Table 68 Settings for to the Design Situations (excluding accidental situations) and Performance Criteria for Pavements in Cargo Sorting Areas
(6)Inrespectofabreakwaterforthetimbersortingponds, Chapter 4, 7 Breakwaters for Timber Sorting Facilities canbeusedasareference
3.3 Cargo Sorting Facilities for Marine Products
(1)Cargo sorting facilities for marine products shall be designed to ensure synergistic relations among theirfunctions.
(2)Marineproducthandlingfacilitiesconsistofmarineproductsortingareasandrelatedancillaryfacilities.Marineproductsortingareasdealwithallactivitiesrangingfromthewater-washingtocarrying-outofthecatch,andarecoveredwithroofsforthepreservationoffreshness,thepreventionofpollution,andthepreservationofworkingconditions.Ancillaryfacilitiesincludeloadingarea,icehouse,biddingroom,andtheotherfacilities,wastewatertreatment facilities and freezer facilitieswhichcontribute to enhancementof the functionsofmarineproductsortingareas.
3.4 Cargo Sorting Facilities for Hazardous Cargoes In the casewhere the cargoes sorted are not hazardous cargoes but are subject to fumigation requirements, it ispreferabletoprovidesignsand/ornoticeboardsaroundthecargosortingareainwhichthefumigationisperformedandtheassociatedshedindicatethattheyaredangerousandprohibitingunauthorizedentry.
① BerthsAberth is anareaused toberthandmoorcontainer ships inorder tohandle their cargoesat thecontainerterminal.ThesizeofaberthissetbytheberthlengthLa andthewaterdepthDa.
② Rail-quaywallfacelinedistance(a1)Thedeterminationofthedistancebetweentheseasiderailandthefacelineofthequaywallshouldpreferablytake into consideration the locations of themooring posts, cable grooves for containers, cablewinders andstairways that serve as an access tomoored container ships, aswell as the characteristics of the containerterminalinquestion.Whendeterminingthedistancebetweentheseasiderailandthefacelineofthequaywall,avalueofa1=3mmaybeusedasareferencevalue.9)
③ Railspanwidth(a2)Therailspanwidthshouldpreferablybeawidthequaltoorlargerthanthetotalwidthofthelanesrequiredtoaccommodateforthecranesusedcontainerhandlingplusoneadditionalcrane.Inaddition,itispreferabletoadd5 to10mfor thepassageofpersonnelandmiscellaneousoperationvehicles. Whendetermining therequiredwidthperlanebeneathcrane,avalueof5.0m/laneor5.5m/lanemaybeusedasareferencevaluefortractor-trailersorstraddlecarriers,respectively9). Undertheabove-mentionedguidelines,itmaybeconsideredthattherailspanwidtha2forthecasewhere3cranesareusedpershipandstraddlecarriersareusedcanbecalculatedasfollows:
② StandardvaluesforthecontainerterminalareawidthLbWhendetermining thecontainer terminalareawidthLb,Reference8)maybe referenced. The followingstandardvaluerangesfor thecontainer terminalareawidthwhicharebasedon theberthwaterdeptharespecified:
for designing principal size in container terminals : A proposal-, Research Report of National Institute for Land andInfrastructureManagementNo,10,2003
9) Port andHarbourBureauMinistryofTransport andOver seasCoastalAreaDevelopment Instituteof Japan:Report ofcontainerterminalfacilityplans,1993
PART III FACILITIES, CHAPTER 7 CARGO HANDLING FACILITIES
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4 ShedsPublic NoticePerformance Criteria of Sheds
Article 83 1 Theprovisionsofthefirstparagraphofthepreviousarticle(Items(1)through(4)only)shallalsobeusedasperformancecriteriaforsheds.2Forsheds,thefollowingperformancecriteriashallbeusedinadditiontotheperformancecriteriaspecifiedinthepreviousparagraph.(1)Sheds in which dusts are generated as a result of the handling of cargoes shall have appropriate
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Chapter 8 Storage Facilities
1 GeneralMinisterial OrdinancePerformance Requirements for Storage Facilities
Article 45The performance requirements for storage facilities shall be such that the storage facilities satisfy therequirements specified by theMinister of Land, Infrastructure, Transport and Tourism so as to enablethesafeandappropriatestorageofcargo inconsiderationofgeotechnicalcharacteristics,meteorologicalcharacteristics,seastatesand/orotherenvironmentalconditions,aswellastheconditionsofcargohandling.
ThestructureandlocationofwarehousesshallbesetappropriatelyinaccordancewiththerequirementsspecifiedinChapter 7, 3 Cargo Sorting Areasand4 ShedsandArticle3oftheEnforcement Rules for the Warehousing Business Law(MinisterialOrdinanceoftheMinistryofTransportNo.59of1956)asareference.
3 Open Storage YardsPublic NoticePerformance Criteria of Open Storage Yards, Timber Storage Yards and Ponds and Coal Storage Yards
PART III FACILITIES, CHAPTER 9 FACILITIES FOR SHIP SERVICE
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Chapter 9 Facilities for Ship Service
1 GeneralMinisterial OrdinancePerformance Requirements for Facilities for Ship Service
Article 47 1TheperformancerequirementsforshipservicefacilitiesshallbesuchthattherequirementsspecifiedbytheMinisterofLand, Infrastructure,TransportandTourismaresatisfied for theprovisionofsafeandsmoothservicestoshipsinlightofgeotechnicalcharacteristics,meteorologicalcharacteristics,seastatesand/orotherenvironmentalconditions,aswellastheconditionsofshipentry.
2Theperformance requirements ofwater supply facilities for ships shall be such that the requirementsspecifiedby theMinisterofLand, Infrastructure,Transport andTourismare satisfied for the sanitarysupplyofwatertoships.
2 Water Supply Facilities to ShipsPublic NoticePerformance Criteria of Water Supply Facilities for Ships
Article 89 Theperformancecriteriaofwatersupplyfacilitiesforshipsshallbeasspecifiedinthesubsequentitems:(1)The facilities shall be installed at appropriate locations, corresponding to the condition of use by
allowpassengerstoembarkanddisembarkinthesafeandsmoothmanner:(a)Thepassagewayshallhaveanappropriatewidthandgradient.(b)The passageway shall be provided with the means for preventing slipping or constructed with
(2)The facilities shall not have a staircase.However, in the casewhere it is unavoidable to provide astaircase,considerationshallbegiventothesafetyofpassengersinsettingtherisesofitsstepsandprovisionoflandingsasnecessary.
(3)The facilities shall not be used for dual services for both passengers and vehicles. However, thisrequirementdoesnotapplyinthecasewheretheirstructuresallowthetrafficofpassengersandthetrafficofvehiclestobeseparatedfromeachother.
(4)The allowable range of verticalmovement of the tip section of amovable bridge of the passengerboardingfacilitiesshallbeappropriatelysetbytakingintoconsiderationthetidelevels,thechangesinshipdraftandtheshipmovements.
(6)The riskof impairing the integrityofstructuralmembersand the riskof losing thestabilityof thefoundationsectionshallbeequaltoorlessthanthethresholdlevelunderthevariableactionsituationinwhichthedominantactionsareLevel1earthquakegroundmotions,imposedload,andwinds.
PART III FACILITIES, CHAPTER 10 OTHER PORT FACILITIES
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Attached Table 70 Settings for the Design Situations (excluding accidental situations) and Performance Criteria for Fixed Passenger Boarding Facilities
(1)Theprovisions in this section canbe applied to theperformanceverificationoffixedandmovablepassengerboardingfacilities(hereinafterreferredtoas“passengerboardingfacilities”).
(a) The passages of the passenger boarding facility shall be an appropriate width of about 75cm or more.Consideringthefactthatsuchpassagesareusedbyseniorcitizensandphysicallyhandicappedpeopleaswell,itispreferabletohaveawidthof1.2mormore.
② Theallowable rangeofverticalmovementof the tip sectionofamovablebridgeof thepassengerboardingfacilityshallbesettakingintoconsiderationthetiderange,thechangesinshipdraftandtheshiposcillations.Therangeofverticalmovementofthetipsectionofamovablebridgemaybecalculatedbyadding1.0mtothemeanmonthlytiderange.
PART III FACILITIES, CHAPTER 10 OTHER PORT FACILITIES
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Attached Table 71 Settings relating to the Design Situations (excluding accidental situations) and Performance Criteria of Movable Passenger Boarding Facilities
(2)The purposes of constructing wastes disposal seawalls are to ensure the availability of wastes disposal andto utilize completed disposal sites. The area and location of thewastes disposal sites shall be determined inconsiderationofthedemandsofthelanduseandtheconstrainttobeimposedundertheWastesManagementandPublicCleaningLawwhenitisapplicable.
(3)Nowastesdisposalsiteshasbeenconstructedinareasotherthanseaareasanditisexpectedthatmostofthewastesdisposalsitesthatwillbeconstructedinthefuturewillalsobelocatedinseaareas.Therefore,theterm“wastesdisposalsites”hererefersonlytobesitesconstructedinseas.Thecharacteristicsofthewastesdisposalsites are;① to take into consideration the actions ofwaves and seismicmotion,② in the case of a site forcontrolleddisposalarea,toensurethestabilityoftheseawallandseepagecontrolworkbycontrollingthewaterlevelsoftheretainedwater.
(2)Toensuretheenvironmentalsafetyandsuitabilityofthewastesdisposalsites,itisessentialnotonlytoensurethatitmeetstheperformancerequirementsbutalsotoensurethatthedumpingofwastesisappropriatelycontrolled.Therefore, it is necessary to ensure that appropriate coordination is achieved, with regard to the adequateinspectionandcontrolofthereceivingofwastes,incooperationwiththeorganizationsresponsibleforcontrollingthedisposalofwastes.
(3)Thewastes disposal sites are desired to ensure thatwasteswill not bewashed out offshorewhen the site issubjectedtovariableorpermanentactions.Inaddition,itisdesirabletoensurethatthesitehasastructure,forexampleseawallsofthesiteorseepagecontrolwork,thatcanpreventwastesfrombeingwashedoutoffshorewhenthesiteissubjectedtoactionsofLevel2earthquakegroundmotion.
(2)The requirements for seepage control work specified in theMinisterial OrdinanceDetermining EngineeringStandardsPertaining toFinalDisposalSite forMunicipalSolidWastesandFinalDisposalSite for IndustrialWasteswhichapplytoseawallsforcontrolledtypecoastaldisposalsitesareasfollows:
① Thecasewherenoseepagecontrolworkisrequired;Ifalandfillsitehascontinuouslayerwhosethicknessis5mormoreandwhosecoefficientofpermeabilityisk=1×10-5cm/sorless(animpermeablelayer)atthebottomandatthesidesofthesite,itisnotnecessarytoprovideanyseepagecontrolwork.
② Thecasewherethereisnoimpermeablelayerthatcoverstheentirebottomofthelandfillsite;It is regulated that, if there is no impermeable layer, seepage control work that satisfies the requirementsgivenbelow (this is called surface seepage controlwork) or seepage controlworkhaving the equivalent orbetter seepage control capability be provided. In addition,wastes disposal seawalls located in areaswheredeteriorationsofimpervioussheetsduetosunlightmayoccuraresubjecttothesurfaceseepagecontrolworkprotectionrequirementsincludingspreadingofthelight-blockingnonwovenfabric.
③ Thecasewherethereisaimpermeablelayerthatcoverstheentirebottomofthelandfillsite;Itisregulatedthat,ifthereisaimpermeablelayer,seepagecontrolworkthatsatisfiestherequirementsgivenbeloworseepagecontrolworkhavingtheequivalentorbetterseepagecontrolcapabilitybeprovided.Itisalsorequiredthatsuchseepagecontrolworkreachtheimpermeablelayer.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(3)In thecaseof inlandwastesdisposal sites, it isoften thecase that impervious sheets areused to ensure thatsufficientseepagecontrolperformanceofthebottomisachieved.Ontheotherhand,inthecaseofwastesdisposalsiteslocatedinareasinseas,itisoftenthecasethatcohesivesoilbelowthebottomisusedtoensurethatsufficientseepagecontrolperformanceofthebottomisachieved.Insuchacase,itisnecessarytoconfirmwhetheralayerofcohesivesoilwhichisequivalenttoanimpermeablelayerexistsatthebottomsofthedisposalsiteslocatedinseasandtoconfirmthatthestrataofcohesivesoilshaveaimpermeabilityequivalenttothatofanimpermeablelayerspecifiedintheMinisterialOrdinanceDeterminingEngineeringStandardsPertainingtoFinalDisposalSiteforMunicipalSolidWastesandFinalDisposalSiteforIndustrialWastes. Itcanbeconsideredthatastratumhavingaseepagecontrolcapabilityequivalenttothatofanimpermeablelayerisevaluatedbythepermeationtime.Thepermeationtimecanusuallybecalculatedbyequation(2.4.1).
(2.4.1)
where, t :permeationtime(s) L :permeationdistance(thicknessoflayer)(cm) k :coefficientofpermeation(cm/s) h :waterleveldifferenceinthelayer,seeFig. 2.4.1(cm)
Article 94 1Theperformancecriteriaofbeachesshallbeasspecifiedinthesubsequentitems:(1)Beaches shall be appropriately locatedwith thenecessarydimensions so as to ensure the safe and
Thesettingsrelatingtothebeachperformancecriteriaandthedesignsituationsexcludingaccidentalsituations are as shown inAttached Table-72. Whenverifying the performanceof a beachwithrespecttoitsshape,appropriateperformancecriteriaregardingitsstabilityshallbeset.
Attached Table-72 Settings relating to the Performance Criteria of Beaches and the Design Situations (excluding accidental situations)
PART III FACILITIES, CHAPTER 10 OTHER PORT FACILITIES
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[Technical Note]
3.1 General
(1)Beaches canbe classified into two types according to the grain size distribution of the sediment; beaches ofthatconsistofmud,sand,andgravelandbeachesthatconsistofbaserockandrockyreefs.Eachbeachcanbezonedintothebackshore,foreshore,tidalflatandshoalzones,whicharedefinedbasedontheirrelativeheighttointertidalzone.Eachbeachcanalsobezonedintoseagrassmeadowsandcoralreefsbasedonthetypesofecosystemsofflorasandfaunas.Fig. 3.1.1 showsacrosssectionofatypicalsandybeach.
(1)Beachesasakindofshoreprotectionfacilitiesaredevelopedforthepurposesofprotectingshoresfrombeingdamagedbytsunamis,stormsurges,waves,andotherphenomenarelatingtofluctuationsofseawaterorgroundsandfacilitatingappropriatedevelopment,aswellastoconserveshoreenvironmentsandtoprovideproperusesofshoresbythegeneralpublic.Themainpurposeofsuchbeachesisshoreprotection.Ontheotherhand,beacheswhicharefacilitiesforenhancementofportenvironmentsaredevelopedmainlyforthepurposeofmaintainingcomfortable living spaceshaving intimacywithwater. Suchbeaches serve thepurposeof ensuring safe andcomfortableuseofshoreandconservingnaturalenvironmentsinadditiontoprotectingshores.
(2)The functions of intimacywithwater include; (a) recreational areas for such activities as shellfish gathering,swimmingandfishing,(b)recreationalareasforplayingbeachvolleyballetc.,(c)spaceforagricultureorfisheryactivitiesand(d)spacesforenvironmentaleducation.
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
3.3 Fundamentals of Performance Verification
(1)Eachbeachhasoneormoreof the functions such as intimacywithwater, habitat development function, seawaterpurificationfunction,organismproductionfunction.Becausethesefunctionsmaybecomplementarytoeachotherorconflictwitheachother,itisnecessary,whenexaminingtheconstructionofbeaches,toestablishappropriateobjectivesfirst.Whenestablishingsuchobjectives,itisimportanttoidentifythepastandexistingrelationshipsbetweenthenaturalenvironmentsandthewaystheareainquestionisusedbythelocalresidents.Thisinformationisusefulinconsultingamongthepartiesconcernedanddecidingonplansbasedonthesharingoffeelingsregardingtherolesofthenatureinrelationtohumans.Allanalysesandevaluationsshouldtakeintoconsiderationthefactthatthesefunctionsareaffectedbythestabilityandlevelofmaturityofeachecosystemandenvironmentalchanges.
3.4 Landscape of Beaches
(1)Withregardtolong-termchangesinbeach,morphologyitcanbesaidthataconstructedbeachisstableinthelongtermifthebeachisstableagainsttheprevailingwavesimmediatelyafteritscompletion.Short-termchangesin landscape is affectedmainlyby the littoral drift in the shore-offshoredirection. Therefore it is necessaryto examineappropriatemeasures suchas; (a) examine stabilizationmeasuresbymeansof jetty anddetachedbreakwaters,(b)selectsandgrainsizesforthebeachwhichareappropriateinrelationtothecharacteristicsofthewaves,and(c)replenishthebeachwithsandsothatthelossofsandiscanceledout.
(2)Materialstobeusedforbeachnourishmentneedtobeselectedcarefullybecausesuchmaterialsconstituteanimportantfactor thataffects, togetherwith thebeachmorphology, theperformanceandstabilityof thebeach.When performing analyses and evaluations relating to a beach nourishment-based beach management, it isnecessarytotakeintoconsiderationthefactthatthegrainsizedistributionofanourishedbeachaffectsnotonlythestabilityandcrosssectionofthebeachbutalsothedegreesofsatisfactionofbeachusersandthelevelsofqualityofhabitatsoforganisms inandaround thebeachnourishment site. Inaddition, it isnecessary,whenselectingmaterialstobeusedforbeachnourishment,toexerciseduecare,because,ifsedimentsarewashedawaybywaves,watersadjacenttothebeachnourishmentsitemaybeadverselyaffected.
(3)Whendeveloping a plan toprovide a structure or facilitymadeof a stone in a tidalflat or rocky shore, it isnecessarytogivesufficientconsiderationtolocatingitappropriatelysothatthesafetyofusersandthestabilityofthefacilitiesareensured.
① CrestheightandcrestwidthofthebackshoreThecrestheightofthebackshoreshouldbedeterminedbasedonmeasurementstakenatthesiteoratasimilarcoastlocatednearthesiteorusingtheproposedestimationformulas.1),4),5)Thecrestwidthofthebackshoreshouldbedeterminedtakingintoconsiderationtheamountofshort-termregressionoftheshorelineduringhighwaveperiodsthatisestimatedbyusingnumericalcalculationsorthehistoricaldata.
② SlopeoftheforeshoreTheslopeoftheforeshore,whichisoneoftheessentialdimensionsofabeach,shouldbedeterminedbyusingtheproposedestimationformulas1),4),5)orbasedonmeasurementstakenatthesiteoratasimilarcoastlocatednearthesitetakingintoconsiderationthechangesingrainsizeandthewaveconditions.Theseabottomslopeofatidalflatisoftennotgentlerthanthatofabeach.(SeeFig. 3.4.1.)
③ SedimentgrainsizeThesedimentgrainsizeaffectsnotonlythestabilityandcrosssectionalslopeofthebeach1),4),5)butalsothedegreesofsatisfactionofbeachusersabouttheirusesofthebeach,thedistributionofhabitatsoforganisms,theenvironmentpurificationfunctionsandthepermeabilityorwaterretentioncharacteristic.1),5)Thegrainsizedistributionofthesedimentshouldbeappropriatelydeterminedtakingintoconsiderationthesefactors.
PART III FACILITIES, CHAPTER 10 OTHER PORT FACILITIES
Fig. 3.4.1 Relationship between Sea Bottom Slope and Sediment Grain Size 4)
(tanβ, d50 and H0 denote the sea bottom slope, median grain size and deepwater wave height, respectively.)
(6)Inaverificationofstability, it isnecessarytopredict theshort-andlong-termchangesof theshorelineor thechanges in water depth and the sediment transport amount by using appropriate numerical calculations andestimationformulastakingintoconsiderationtheeffectsofthefacilitiesforwavecontrolandsedimentmovementcontrolfacilities.2),4)Theinitialshorelineconfigurationshallremainsimilartotheshapeoftheshorelineofthelandscapeofthebeachafterstabilizationthatisdeterminedbasedontheactionsofwavesandthelocationsofjettiesanddetachedbreakwaters.
(7)Whenexaminingaproject toconstructingor restoringa tidalflat, it isnecessary to; (a)giveconsideration toensuringthatthelandscapeofthetidalflatwillremainstableandthefunctionalrequirementsestablishedduringtheplanningphasewillbesatisfied,and(b)devisemeasurestoalloworganismsdesirablefortheareatoliveinthearea.Inotherwords,itisnecessarytoexaminethebasicfacilitiestomaintainthelandscapeofthetidalflatandmeasurestoallowdesirableorganismstoliveinthetidalflatarea,andtofacilitatethesuccessionofsuchorganisms.Withregardtothis,thefollowingbasicprinciplesmaybeusedasasourceofreference:
① Inprinciple,thecrestheightofthebackshoreshouldbetheH.W.L.orhigher.
② Thecrestheightofthebackshoreofatidalflatandtheinclinationoftheforeshoreofthetidalflatisdeterminedbasedontheactionsofwaves.
③ Theforeshoreandbackshoreofa tidalflatshouldbe located insuchaway that theywillnotbefrequentlysubjectedtohighwaves,sothatthestabilityofthelandscapeofthebeachwillbeensured.
⑥ Inthecaseofaforeshoretidalflat,considerationshouldbegiventoensuringthestabilityofthebasicfacilitiesby,forexample,makingthebeachasflataspossibleandsodesigningtheforeshoresectionthatitslengthissufficient. Thenumbersoforganismsthat live in theareaaresometimesaffectedbywhether thesiltyclaycontentsofthetidalflatandbeachareappropriateandwhetherthewaterretentioncapabilityisappropriate.
② Introduction of sea water to exchanged is an essential measures of controlling the water levels, salinity,nutrientsanddissolvedoxygen.Sluicegatesaresometimesusedtocontroltheseconditions.Insuchacase,examinationsregardingthewaterbalanceareperformedthattakeintoconsiderationthefreshwaterinflows,seawaterexchanges,seawatercirculation,vaporization,precipitation,overflowsandunderseepage.
③ Seawatercirculationsareessentialalsofromtheperspectiveofensuringthatlarvaeoftransportandrecruitmenttoandfromriversandtheopensea.
(1)Beaches should be appropriately evaluated in relation to the requirements of the amenity function with thefrequenciesoftheiruseforswimming,shellfishgatheringandotherpurposestakenintoconsideration.
(1)Beaches have natural environment conservation functions such as the function of developing habitats fororganisms,thefunctionofpurifyingseawaterandthefunctionofproducingorganisms.
MarineNaturalreclamationVol.3,coralreef,p.103,200311) Port and Harbour Bureau, Ministry of Land, Infrastructure and Transport: “Greenization “ of Port Administration
(Environment friendlyAdministration of Ports andHarbours, IndependentAdministrative InstitutionNational PrintingBureau,2005.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
4 Plazas and Green SpacesMinisterial OrdinancePerformance Requirements for Plazas and Green Spaces
Article 52 Theperformancerequirementsfortheplazasandgreenspacesshallbeasspecifiedinthesubsequentitemstofacilitatedevelopmentofportenvironmentsaswellastherestorationandreconstructionoftheportanditssurroundingareas:(1)The plazas and green spaces shall satisfy the requirements specified by the Minister of Land,
Infrastructure, Transport and Tourism so that they contribute to the development of good portenvironmentsandtoensurethesafetyoftheusersoftheplazasandgreenspaces.
(2)The plazas and green spaces shall satisfy the requirements specified by the Minister of Land,Infrastructure,TransportandTourismso that theycanbeutilizedasabase for the restorationandreconstruction of the port and its surrounding areas in the aftermath of the occurrence ofLevel 2earthquakegroundmotions.
The settings relating to the design situations limited to the accidental situations only and theperformancecriteriaofplazasandgreenspacesareasshowninAttached Table-73.Thereasonforindicating“damages”inthe“Verificationitem”columnofAttached Table-73isthatitisnecessarytouseacomprehensivetermtakingaccountthattheverificationitemsvarydependingonthetype,structureandstructuraltypeofthefacilities.
PART III FACILITIES, CHAPTER 10 OTHER PORT FACILITIES
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Attached Table 73 Settings for the Design Situations limited to the Variable Situations only and Performance Criteria of Plazas and Green Spaces
(1)DevelopmentofGoodPortEnvironmentsPlazas and green spaces should preferably be appropriately provided with rest areas and planted vegetationaccordingtotheirpurposes.
2) Parks&OpenSpaceAssociationofJapan:Standardcommentaryofurbanparkengineering,20043) Port and Harbour Bureau, Ministry of Land, Infrastructure and Transport: “Greenization “ of Port Administration
(Environment friendlyAdministration of Ports andHarbours, IndependentAdministrative InstitutionNational PrintingBureau,2005.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN