standart design criteria

8/3/2019 Standart Design Criteria

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STANDARD DESIGN CRITERIA

,

FOR PORT5IN INDONESIA .

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JANUARY' 1 9 8 4

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MARIT IMESECTOR DEVELOPMENT PROGRAM,

l IRECTORATE GENFRAL OF SEA COMMUNICA


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TABLE O F CON TB "JS.

P a g e .

I . I n t ro du c t io } l .

I I . P o r t O l a r a c t e r i t i o s .

I I I . T y p e o f S h i p s .

1 . T h e I n t e r n a t i o n a l S h i p p i n g .

2. T h e N a t i o n a l D om e s t i c S h i p p i n g .

3. F ut u r e D ev e1 op we nt .

4. S umm a r y a n d C o n c l u s i o n s .

l.

2.

3.

4.

S .

6.

7.

IV. E nv i r on me n t a l C on d i t i on s .

a . W i n d s .

b . Wa v e s .

c . C ur r en t s .

d . E a r th qu ak e .

e . T i d e s .

. Mi.sca Ll.eneous .

8.

3.rvc.

()u.

8.

9.

9.

V . F o r c e s a n d L o a d s , A c t i n g o n S t r u c t u r e s .1 . F o r c e s p r o d u c e dby s h i p s .

2. L o a d s A c t i n g o n t h eSt r u c t u r . e .

3. E a r t h q u a k e a n d S e i s m i c F o r c e .

. 9.

9.

16.

18.

VI. Fa i.rway a n d B a s I D .

1. Pa.i.rway.

2. B a s i n .

22.

22.

25 .

V I I . T e r m i n a l C o n f i g u r a t i o n .

1 . S e a s i d e S t r u c t u r e s .

2 . L a n d s i d eSt r uc tu re s ,

3 . O t h e r f a c i l i t i e s .

29.

29.

34.

37.

TI' .


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R e g i s t e r o f A n n e x e s .

An n e x . 1.

An n e x . 2.

An n e x . 3 .

Annex. 3 A .

A h n e x . 4.

An n e x . 5.

An n e x . 6 .

Annex, 7.

A"1I1ex. 8 .

Annex. 9 .

.Annex. 10 .

-ii -

G a t ew a y P o r t .

C o l l e c t o r P o r t .

T r u n k P o r t .

F e e d e r P o r t .

D i m e n s i o n s o f s h i p s .

R e l a t i on b e t w ee nL.O.A. a n d D.I'I.T., D e f i n i -

t i o n o f s om e s h i p s p r o p e r t i e s .

R e l a t i o n between L11, b , d , a n d D.W.I. f o r

G e n e r a l C a r g o S h i p sand C on ta i ne r s hi ps .

I d e m f o r B u l k c a r r i e s a n d Sm a l l T a n k e r s .

I d e m f o r C o a s t e r s a n d L a r g e T a n k e r s .

R e l a t io n b e t we enD.W.T. a n d B . R . T .

R e g u l . a r L i n e r S e r v i c e s ( R l S ) 1 9 7 3 - 1 9 3 0

C t y p e o f s h i p s a n d t h e i r d i m e n s i o n s ) .

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- i i i -

R e g i s t e r o f T a b l e s a n d F i g u r e s .

Ta b l e .Ta b l e .

Ta b l e .

Ta b l e .

Ta b l e .

Ta b l e .

5.1. B er t h in g Vel oc i t y . 1 0 .IS.

16.

5.2. T r a c t i v e f o r c e s o f s h i p s .

5 . 3 . L i v e L o a d s o n S t r u c t u r e s .

5.4 .

5 .5 .

R eg i on a l S e i sm ic C oe f f i c i e n t . 19.

C o e f f i c i e n t o f i m p o r t a n c e . 19.

23..1. Wi d t h o f w a t e r w a y s .

Ta b l e . c., . 6.2.. '.~-:.""-

. - .-. -:~.

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PORT DESIGN CR ITERIA STANOAROS

In t roduc t ion

I n ord er to ha ve a un iform system for b etter fun ct ion in g of shippin g

a n d por ts the Governmen t of I n d on esia ha s in t rod uced the " Four G a te-

wa y P orts S ystem " with the a im to a t ta in , b esid e a ra t ion a l system of

t ra nspor t , a lso a dequa te equiped por ts for ef fic ien t ha nd l in g of ca rgo

T his mea ns for the ports con cern ed , the fa cil it ies shoul d b e a djus ted

to mod ern equipmen t a nd mod ern pnys.a.cs.l a ppea ra nce of ca rgo.

T his mea ns a lso guid el in es for d e~ign in g a nd con st ruct in g of fa cil i-

t ies a s wel l a s the outf i t of the ports .

T he fol lowin g shoul d b e ca n srd ared in gen ercl a s guid el in es.

I n cha pters where figures . a re men tion ed however they ha ve to b e

con sid ered a s d esign ,cri ter ia .

E very a spect . d eta il a nd figure d evia tin g from_or n ot men tion ed i~ thisregul ation n eed ed for the d esign of fa ci l i t ies on l y ca n b e n a n d led /used

lvith the a dva nced a pprova l of sea commun ica tion s.


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I ~ . PORT CHARACTER I ST ICS .

2

S in ce 1962 the mul ti G a teway port system ha s been repl a ced by the

" Four Ga teway Ports C l n d Col l t l ctor S ystem" n amed n fter the four ports,

n ame ly

1. Tan jun g P riol ~ (J. .' l kurta .

2. Ten jung Pe rek (S ura ba ya ).

3. 8el awa n (Med an 1.

4 . Maka sa r (Ujun g P and a n eJ.

T his system, a resul t of the I n tegra ted S ea T ra n sporta tion System S tudy.

comb in ed with the four Ga teway port pol icy of the Governmen t ) , is b a sed

on the"T runk a nd Feed er Con cept . . .

A ccord in g to the a bove men tion ed system and con cept the T err itory of

I n d on esia is d evid ed in ~our region s ( to be con sid ered a s a kin d of hin ter-

l a n d of the ma in ports) in which the port system shoul d be re- classified so

that each of tr ia I n d on esia n ports shou Ld pluy i ts spec iFf ,c rol e .

.~-:~-:; ~~."-~. ,

The thereby esta b l ished hiera rchy of fun ction al ly in terd epen den t ports

ca n be presented a s fol l ows :

Ca t evr ay ports

Collectors ports

ILS ports

feeder ports

fiq.l. Scheme of the "Gateway System" and pos s i b l e connections between the

different types of por t s . I n v iew of the gra d ua l un i t iza t ion a n d

mechan iza t ion of cargo, the type , a ppea ra n ce a n d quan t i ty of the Ca rgo

*) See Min ister Governmen t Decree n o.s ha l l .. . ..


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sha l l b e mod if ied /d ur in g the tra n spor ta t ion in b oth d irect ion s ( from

Ga tewa y por t to F eed er a n d vice ver sa ) which sha l l n ot on l y b e d etermin ed

by type. s ize a n d ca pa ci ty of the ships b ut a l so b y topogra phica l . geo-

gra phica l . hyd ra ul ica l a n d other ci rcumsta n ces a s we l l a s b y the in fra -

a n d super ' s t ructure of the por ts con cern ed .

S ome of the C ol l ector a n d T run k ports ca n b e ca l l ed b y sh ips for specia l -

. iZ8d ca rgo with a b igger d ra ught a s the n orma l for these por ts vis i t in g

ships a n d therefo re pl a ya more importa n t rol e in the system tha n from

the hyra rchie coul d b e d er ived .

I V . TYPE OF SHI PS

Gene r a l

T he exten t a n d composi t i=n of t he f l eet a ra a ref l ect ion of the Impc r~an t

rol e tha t sea -t r a ff ic p 1 "'~.'.s i n the d evel opmen t of the entire Lndcne s i a n

t er ri to ry . c or re sp on d in g ,J~"I Repe l i t a ' 5 I. II. a n d III.

Sea t ra n spor ta t ion in I;-~ll:::;5ia con sis t s of the f'o Ll ow Ln g ca t : egor ies .

1 . T he I n te rn a t ion a l S hippin g (D eepsea or Ocea n S hippin g) .

2. T he N at ion al Dorne s t i c shipping (Shor t sea 0[' I n t e r Island Li.ne r S tl l ppin g) .

A d . 1. The I n te rn a t ion a l S hippin g. the so ca l l ed D eep sea or Ocea n S hip -

pin g or P el a ya ra n S amud era run s services from the G et8wa y P or ts a n d

some C ol lector P orts to foreign ,coun tr ies .

T he ships a re d ivid ed . a ccord in g to the k in d of good s t ra n spor ted .

i n t o t~.JO groups. n amel y :

1. 1. Gen era l sh ippin g, for the tra n spor ta t ion of G en era l C a rgo and

con t a i n s r-s ,

1 .2 . S pecia l ized fo reign shippin g (P el a ya ra n Khusus L ua r N eger i )

for the tra n spor ta t ion of fores t prod ucts ( l ogs , t imb er pl y v.coc)

d ry b ul k ca rgo (C oa l , C emen t , ' ore) a n d l iquid b ul k ca rgo

(min era l oi l , ed ib l e oi l a n d LNG , L iquif ied N a tUra l G a s) .

I Ad . 2 .


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Ad . 2 . T he Na tion al Domestic S hippin g, a lso ca ll ed I n ter isl an d L in er

S hippin g or P el a ya ra n Nusa n ta ra / I LS , ta kes ca re of the d omestic

shippin g. I t ta kes ca re of the tra n sporta t ion of the d ive rgen t

f l ow of ca rgo from the Ga teway por ts to a l l the pa rts of theC~:' "

region s a n d vice versa for the convergen t ; f low of ca rgo from these

pa rts to the G a teway ports ( see fig 1 ) .

Beca use of the compl ex cha ra c ter of th is t ra f f ic a n d the d ivergen cy

of i t ' s ta sks th is pa r t of shippin g ca n b e d ivid ed in to the fo l l ow-

in g groups .

2 . 1 . I n ter isl a n d t ra d e (P el a ya ra n Nusa n ta ra / I LS ) .T he ILS shippin g, run n in g shor t sea serv ices b etween the G a te-

way ports a n d a l l o ther ports of the sys tem. sa i l s in a ccord a n ce

to a d etermin ed route a n d t ime ta b l e.

D epen d in g on the routes the ca pa ci ty of the ships va ries f rom

1000 un ti l 4000 Owt_

2 . 2 . S ps9 ia l ized D omestic S hippin g (P el aya ra n Khusus Oa l a m n egeri) .

T he ships b el on gin g to this group opera te a ccord in g to ap ar ti cu l ar p ri nc ip l e. I t ma Kes possib le the tra nsporta tion ,

a ccord in g to d if feren t mea sures a nd sepa ra te rou ' tes , of b a sic

the coun try,cer ta in region s or isl an ds- l ike

. sa l t, cemen t, fer t i l izer e tc.

T his specia l ized shippin g is ma in ta in ed by ships with a ca pa city

more tha n 5 00 Dwt .

. 2 . 3 . P ion eer S hippin g (P el aya ra n P erin tis )

T his n on ~commercia l service ta Kes ca re of suppl yin g commun it ies

in remote pl aces, region s , a n d isl a nd s , to promote d evel opmen t

of the region s con cern ed .

T he type of ships b el on gin g to this group ha s a ca pa city

b etween 5 00 a n d 1000 OWT .

/ 2 . 4.


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2 . 4 . L oca l S h ippin g (P e l a ya ra n L oka l )

T h i s group i s the fa s te s t g rowin g a n d mos t a c t ive group of a l l

D omes t i c N aviga tion groups. T hey a re in vol ved in the tra n spor t -

a t l on of good s a s wel l a s pa ssen gers within a a c t ion ra d ius of

ma x . 5 00 n a u t ica l mil es .

For the\sh ip b e l on g in g to thi s group the ca pa ci ty is l e ss tha n

1000 Owt.

2 . 5 . Sma l l Hol d er s S hipp in g (P el a ya ra n R a kya t / P e l ra )

Beca use of thei r ve ry l a rge n umb er these win d d r iven vesse l s p l a y

a n impor ta n t ro l e in the sh ippin g sec to r in gen era l en d in the

shor t sea t ra n spor ta t ion in pa r t i cu l a r .

N ext to the tra d i t ion a l sa i l in g sh ips the n ~. . . u : s rf motor ised

pera hu ' s ( P LM = P era hu L aya r Motor ) g rmJs . " " , " " ' ' ' d il y.

Beca use of thei r rs l a t ive sma l l . d ' i .mer rs o rn s .eric. l it t l e d ra ught ,

they a re a b l e to Jss a n y sma l l p ro tected coa s t o r seBshorein l e t

o r r ive r a s a poin t of moorin g .

T herefo re they ca n prov id e the n ecessa ry conmun t ce t L on s a n d o the r

d ema n d s b etween the ma n y sma l l commun it ie s a l on g the r iver s a n d

coa st s o f the n umerous i s l a n d s a n d the much b igger F e~d 8r por t s .

I n gen era l the ca pa c i ty of the sh ips b el on g in g to th is g ro~p a re

much sma l l e r tha n 400 dwt (2 40 b r tJ .

F utu re D eve lo pme nt

T o pred ict the d eve l opmen t of sh ippin g in the I n d on esia n A rch ipel a go for

the comin g yea r s i s a very d i ff icu l t> ta sk , It i s c l osel y l in ked to the

overa l l wor l d econ omy a s wel l a s to the p l a n n ed d eve l opin g progrBss a n d

poss ib i l i t ie s a ccord in g to the R epel i t a ' s I V , V e tc .

A ccord in g to the in tern a t ion a l vi s ion with rega rd to the types of vessel s

~n e ha ve to reckon wi th the fo l l owin g

/ G en era l ca rgo


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Genera l ca rgo ships.

T he conven t ion a l gen era l ca rgo ship is expected to d isa ppea r

gra d ua l l y, ma in l y d ue to the fa cts, tha t this type of ship is

too much restr ictive in mod ern ca rgo ha~d l in g opera tion s.

Mul ttpurpose ship

Accord in g to the opin ion of man y n a va l experts a n d shippin g

compan ies, the mul tipurpose ship is just a t the be~in n in g

of her d eve~opmen t.

T his type of ship has no restrict ion s in mod ern ca rgo ha nd l in g

operat ions . She is wel l equiped a n d ca n ca rry a lmost all k ind s

of ca rgo (b rea k bul k. un itized ca rgo, d ry bul k a n d l iquid bul k) .

I n I ntern at ion al shippin g _?he is a l rea d y con sid erod a s the most

favaourable a 1 terTichve for the conven tion a l Gen era l C a rgo.

,~ .I Conta ine r Ship.

Con ta in eriza tion . a l though sta rted n ot so l on g a go, ha s been

expanded ever s in ce then and wil l cer ta in l y con t in ue to d o so

in the coming years.

I n spite of the factors s l ow ing dO\-1nfurther progress of cont e. r-

n er iza tion it may be con cl ud ed tha t especia l l y for I n d on esia ,

con ta in eriza tion wil l con t in ue to ta ke a grea ter sha re of the

gen era l ca rgo tra nsport.

T he second a nd third gen era tion ful l con ta in er ships ha ve

conquered a n d sta b il ized their pl a ce in mercha n t sn Lpp i . ng, wh LLe

the first t~o fourth gen era tion vessel s a re a l rea d y und er con struc-

t ion.

The -average dimension of these vessels can be aumrnaz . zed as f o l l ows :; : . :: i . . , ; ;: , . .; ~ ; ' "

~.- , .~ - --. .-.......-~--.-.-,.~-t - - - - -- - - - -- -~ - - - - -- - - - -- - - - -- - - - -- - - - -- - - - -- - - - -- - - - -- - - - -- - - - -- -~Cla s s TEU" ca p. o l. J T L 0 A Draf t Beam

01:- Generat ion 750 - 1000 15 . 000 l aO - 200 9 272~ 1500 1800 20

530enerat ion - - 30.000 225 - 240 10 -11

,~1 1 5 -1 2. Gen era tion 2400 3000 35 45 .000 275 -OO 32

C' >

125-13~ Generat ion 3500 - 4000 50 - 60.000 max. 300 37

. ) TEU = Twen ty Feet Equiv~l en t Un it.~ Con ta in ers with a l en gth of 20 fect.


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Ro/Ro - Ship .

,." .._~t_(j. . r : -~~Ang. , . .Cl~ae. r : : ryor crossing a river the method of l oad in g

CRol l ' ' ' ' : on ) 'a n d un l oad in g (Rol l -off) of the vessel gra dua l l y ha s found

acceptance i n . in tern a tion a l shippin g, f irst in the shortsea sector but

to d a y ful l y a dopted by the d eep sea shipping, :b ecause of the specia l

a dva nta ges (very fa st in tercha nge of ca rgo).

Because of ~he a doptan ce of this system of ca rgo han d l in g in both

sectors of in tern a tion a l shippin g, the ca pa city of the vessel s can

vary b e tween 1000 dwt a nd 35 . 0 00 dwt .

: - Bul k ship

Accord ing to the physica l a ppea ran ce of the ca rgo, there a re two types

of bul k ships. n amel y :

b ul ksh1 ps for the t ransportat ion of d ry ca rgo a l so m3nti8~ed dry-

bul k ships or bul k ca rriers an d

bul kships for the t r-enspcr-t t f on of . l iquid ca rgo, the so ce Hed

l iquid bul k ship or ta n ker.

These ships have a very b ig c6n ge of ca pa city, d epen d ing on the route

a n d d estin a tion .

T he b iggest in the l iquid sector a re the VLCC 's (V ery L a rge C rud e

Ca rriers) with d capaci ty of maximum 500 .000 Owt. the b iggest of the

d ry bul k ships is l imited to a bout 400 .000 Owt because of the d ra ft,

a d imen sion which gives l imita t ion to further en l a rgemen t.

T he sma l l est vessel s va ry from 2 . 5 00 dwt in the l iquid sector to

+ .10.000 dwt , In the d ry bul k sector.

S umma ry a nd C on cl usion s

The d evel opmen t of shippin g in I n donesia highl y d epend s on the devel op-

men t of sea tra n sporta t ion a ccord ing to the recen tl y in trod uced

h Trunk a nd Feeder n concept .

I n view of the fl exib il i ty for the future the fol l owin g d imen sion s of

vessel s can be a ssessed a s cri teria for the deS ign in g of fa cil i ties

in the d ifferen t types of ports in I n donesia .


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ENVIRONMENTAL CONDITIONS

P roper a t ten t ion sha l l b e given to

l. Meteorology

2. T01?ography

3. oceanography ;

4. Geology

5. Geomorphology

6. Hydrau l i cs

The fa ctor which wil l prod uce fP rces in fl uen cin g the d esign a n d en gin eerin g;

, 1'a re in pa r t~cu a r

a. WIN D S

Forces resul t in g from win d shoul d b e d eterm~red a ccord in g to the I n d on e-

s ia n regul a tion s

b. v I A V E S

Forces resul tin g from wa ve s or swel l shoul d be: ~rminGd on the b a sis of :

C ha ra cter is t ics of wa ves f bo.t.h in the b~ .and a t the en tra n ce of the

wa.t.ezway ,

Extreme wa ves c. q. Swel l s .V ery extreme wa ves ( i . e . t.s unanci )

c. CUR R E N T S

Forces resul t in g from curren ts shoul d b e d etermin ed on the b a sis of

P red omin an t C urrren ts .

E xtreme C urren ts .

S pecia l a t ten t ion shoul d b e given to crosS Curren ts in the fa irway

a n d a t the en tra n ce.

d. EAR T QUA K E

Forces resul t in g from ea rtqua : l


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t velc: : .L. . . : s t ruc ture of the moor in g fa ci l i ty a n d the e ffec ts of win d I 'NUveij and cu=rent.j

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TID E S

Forces resu l t in g from osci l l a t in g .water l evel , especia l l y l a rge f" shou ld

b e con sid e red . .

MIS CAL LEN E 0 U S

Other forces a ffect in g the d es ign a n d sa fety of the con struct ion s shoul d.b e con sid ered .

FORCES AND LOADS ACTING ON STRUCTURES

FORCES',PRODOCED BY SHIPS

Gen era l :> ', .~ ',C. I

'Ex te_ ' ' -na l - : ' " fo rce rod uced by a ship a t the t ime of b er thin g or moorin gshou ld be d etermin ed con sid er in g the d imen sion of the ship (gross ton n a ge

ove"" ' ' ' ' ' 'en gth , mol d ed b rea d th a n d ful l l oa d d ra f t ) b er thin g method a n d

~ 1.1. Ber-c . . : . ' i i ng orce of Ships

a. Be=th in g Vel oci ty

T he d es ign b er thin g ve l oci ty of a sha l l b e d ete rmin ed in con si-

d era t ion of the d imen sion of the ship , the l oa d con d i t ion , the

l oca t ion a n d s tructure of the moorin g fa ci l i ty the meteoro log ica l

a n d sea con d i t ion , t . he a va i l a b i l i ty a n d s ize of the tugboa ts a n d

upon the previous record s or mea suremen t o f b er thin g vel oci t ies :

see t a b l e 5.1.

G en era l l y , when a l a rge ca rgo ship a pproa ches a b er th , i t s tops

a t on ce, pa ra l l e l wi th a n d a bout 10 - 20 m from the wha rf a n d

a pproa ches the whar f s LowLy , b ein g pushed by ' tugb oa ts .

When a s t ron g win d i s b l owin g towa rd the wha rf , the ship a pproa ches

the wha r f whi l e res t ra in ed by tugboa ts . whe re such b er thin g

method s a re empl oyed , a b er thin g vel oc i ty of a b out 10-15 em/sec

i s common .

/ 10. Ta b l e . . . . . . .


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T a b e l 5 . 1 . Ber th in g V el oc i ty

Ber th in a Ve l . oc .t;v mise : :To n n a g e Mode ra t e D i f f i cu l t Favo r ab Le

up to 1 . 0 00 GRT 0,45 0 ,25 0.20

up to 5 . 0 00 GRT 0 ,35 0 ,20 0 ,15

up to 10 .000 GRT 0 ,20 0 ,15 0 ,10

L a rger sh ip 0 ,15 0 ,10 0 ,10

b. E ffec t ive Ber th in g E n ergy of S hip .

b . l . F en d ers a t l a rge S pa c in gs :

Where the wha r f ' , ha s fen d ers prov id ed a t l a rge spa c in gs ,

the ef f fc t ive b er th in g en ergy of the ship ca n b e ca l cu l a ted

b y con s id er in g the b er th in g method a n d the a r ra n gemen t of

fen d ers , a ccord in g to the formul a . 5.1.

1( 5.1.)

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F IG . 5 . 1 . I l l us t ra t ion of Ber th in g S hip

V l h e r e E

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.c t

r

E f fec t ive b er thin g en ergy of the sh ip ( t : : .m)

A cce l e ra t ion of G ra v i ty (m/s2 ) g = 9,8 m/S2.7:

V ir tua l weigh t of the sh ip ( t f ) .

Ber th in g ve l oc i ty of the sh ip (m/s ) .

L en ght f rom the poin t of con ta c t to the cen te r ofgra v i ty of the sh ip a s mea sured pa ra l l e l to the wha rf (m)

R a d ius of gyra t ion a b out the ver t i ca l a x i s th rough thecen t re of gra v i ty of the sh ip in a hor izon ta l p l a n e (m) .

* /W : Disp l a cemen t + ACid ed we i qh t;,

/ 1 1 . b . 2 . . .


15/531

!11

b . 2 . F en d ers a t shor t spa c in g

Where the wha r f ha s a n umb er of fen d ers in sta ll ed , the b er thin g

P oin ts o f the vessel equa l s .to : ~ L , in which L ~ LOA .

T he ef fec t ive b er thin g en ergy of ship then ca n b e ca l cul a ted b y

the formul a :

... (5.2.)

b. 3. P ara lel Berthin g

When the ship is b er thin g pa ra l l e l to the pier , the effect ive

b er thin g en ergy of the ship ca n b e ca l cul a ted b y the formul a :

2= W V .

2 9

( 5.3.)

\

N.B. The vir tua l weight of the ship Ls t...'1esum of the d isp l acemen tton n a ge of the sh ip a n d the acced t..'1e " ,e iSh t. T he d isp l a -cemen t shoul d b e ca l cul a ted f ro: : . :thE: DDfENSION OF SHIPS I a n dthe a dd ed weigh t ' shoul d be ca l c : . . ; . l . s . t e c i th a n a ppropr i9 - t eformul a . V a rious formul a a re a va ~a b l e i b u t the formul aproposed b y S tel son is a typ ica l on e.

j,}

t , ," ,_ n .." .,, .~. .,~ . _ -- ,-- . . . . .7"7"'",i

Wa = 7r4

2D , L . Ho . . . . . . 5. 4

. \ 'Jhere Ad d ed weigh t ( t f l .

D ra f t of ship (m) .

L en ght of ship (m) .

Ha

oL

Wo3

un i t weight of sea wa te r ( t f / t !" i .

.~

: . 2 . HIND PRESSURE ONSHIPS.j

1 The win d pressure on a sh ip in moora ge sha l l b e d etermin ed usin g a n a ppror ia te

i method of ' . ca lcul at ioni" i~l

I n gen era l l y , the win d pressure ~s ca l cu l a ted b y the formul a (5 . 5 . )

R ~ ~. cu2 (A cos2 e + B S in2 e ) ( 5 . 5 . )


16/53

Where R

12

R esu l ta n t fo rce of win d pressure (Kgf) .

. d ' ( f2 4Al. r en s l. ty " Kg s ,/m ~

U Win d speed (m/s) .

A A rea of project ion of the fron t o f ship a b ove2wa ter surfa ce (rn )

i'~~

I

IIV .1 3 < z :F........_ I_D_P_RE_S_S_U_R_E_O_N_S_H_I_P~I~

i;.j. .11.j~ ,1~

4{,::l .

8

e

c

A rea of project ion of the sid e of ship a b ove

wa ter ' su rfa ce (m2 ) .

A n gl e of the win d d irect ion to the cen ter l in e

of the hul l (d egreeS ) .

C oef f i cen t of win d pressure .

N.B. Where a ppl ica b l e the I n d on esia n R egul a t ion shou l d b e used

( See C ha pte r IV).

of ca l cu la tiq n.

T he fl uid pressure on a ship S ha l l b e d etermin ed usin g a n a ppropr ia te method

a. The fl uid pressure prod uced b y the curren t in the d i~ec t ion of the b ow

is ca l cu l a ted b y the formul a : 5.6

Where R i

R f2

= '0,14 SV ..... ( 5 . 6 . '

Re su L ta n t force d ue to the curren t (kgf)

S' S ubmerged a rea of ship (rn2)

V Cur r en t ve Loc i.ty (m/s ) .

b. The resul t a n t force d ue ' to the cur ren t pe rpen d icu l a r to the ship sid e

is ca l cu l a ted b y the formul a

R = 11 f Cv 2 B' (5. 7 )

R . R esul ta n t force d ue to the cur ren t (Kgf)

f S ea wa ter d en si ty I (Kg f . s 2 /m4 )C Coeff ic ien t of f l uid pressure .

V Curren t vel oci ty (m/s ) .

8' A rea of ship sid e b el ow the d ra f t l in e (m2 )

Where


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i

II(jJ

1O f,".;}J.:Jo

1~-l"

i1"t; ,~j1,1:~ u..'-~ :;~ :?~

'"~ a .~ :2

j'";:;

,1 '0i "E-j ""t'

]1:1" u_ ;.i

. '!i

~i;

~j,~~?

-!

i,

~J1:------11) S..Iinqing mooring

(d) Ooub-le bony moo r Lnq

Area of Basin for Anchorage Mooring per ship

fig. 6.2. Area for buoy and anchor mooring


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28

V I . 2 . 6 . CALMNESS OF BAS IN

A b a s i n s h o u l d s e c u r e c a l mw a t e r , f o r sm o o t h m a n o e u v r i n g o f s h i p s

a n d p o r t o p e r a t i o n s .

~ o r s e c u r i n g t h e a b o v e m e n t i o n e d c a l m n e s s , a p r o p e r p l a n s h a l l

b e m a d e w i t h r e g a r d t o t h e a r r a n g em e n t , l e n g t h s a n d c r ow n h e i g h t s

o f b r e a kw a t e r s , a n d e s t a b l i s hm e n t o f w a v e a b s o r b i n g w o r k s t o d e c -

r e a s e t h e i n f l u e n c e o f t h e m a r i n e p h e n om e n a s u c h a s d i f f r a c t e d

w a v e s , o v e r t o p p i n g w a v e s a n d r e f l e c t e d w a v e s .

T h e c r i t i c a l w a v e h e i g h t f o r c a r g o h a n d l i n g i n a b a s i n i n f r o n t o f

b e r t h i n g f a c i l i t i e s s h o u l d b e p r e f e r a b l y a s s p e c i f i e d i nT a b l e 6 . 5 .

T a b l e 6 . 5 . C r i t i c a l W a v e H e i g h t f o r C a r g o H a n d l i n g .

III

r - - - - - - - - - - - - - - - - - - r - - - - - - - - - - - - - - - - - - - - - - - ~

C r i t i c a l W a v e H e i g h t F o rC a r g o H a n d l i n g (HS )a e i l

iti es

Basin f o r small

C r a f t s 30 em . .

70 em .t h e r s 5 0

H: ::::: Significant wave heights


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29

V II . T E RM IN A L C O NF IG U R A T IO N .

VII.1. SEAS IDE STRU CTU RES .

VII. ' .1 . L EN G TH O F TH E B E R TH .

In p r i n c i p a l t h e l e n g t h o f a b e r t h i s d e t e rm i n e d b a s e d

b y t h e l e n g t h o f a s h i p (L1 1) p l u s 10 1~ o r LA O + 10 m .

V II .l .2 . W ID T H O F TH E A PR O N .

Th e a p r o n w i d t h s h o u l d b e d e t e rm i n e d i n s u c ha way t h a t

t h e c a r g o h a n d l i n g ; s d o n ein a s a f e a n d smo o t h m a n n e r

in c o n s i d e r a t i o n o f t h e f o l l ow i n g c o n d i t i o n s

L Use o f w h a r f

2. Ty p e s o f s h e d s3. Ty p e o f h a n d l i n g e q u i pm e n t

4. Ty p e o f c a r g o h a n d l i n g

The aoron for c o n t a i n e r t e rm i n a l s n e e d smore specific

c o n s i a e r a t i o n .

Ta b T . = : . . .. 1 .. A -pron " '/id th for general cargo handl ing.

A p r o n W id t h\

Oc e a n g o i n g v e s s e l s

I n t e r i s l a n d v e s s e l s

Local v e s s ~ l s

m i n 30 m '

m i n 25 m '

m i n 10 m '

V II.l .3 . B E R T H / W H A R F - E L EV A T IO N .

Th e b e r t h e l e v a t i o n i s d e t e rm i n e d i n t a b l e 7 . 2 a n d

r e f e r s t o a h e i g h t a b o v e t h 8R.W.S .

Ta b l e 7 . 2 . Be r t h e l e v a t i o n a b o v eHWS .

For a berth with a T i d a l r a n g e3m or more

T id a 1 r a n g el e s s t h a n 3 ,Om

0,5 - 1,5 m ' 1,0 - 2,0 mwa t e r d e p t h of 4,5m o r mo r e 'F o r a b e r t h w i t h w a t e r d e p t hof l e s s t h a n 4 , 5 m

0,3 - 1,0 m 0,5 .. 1,5 m


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30 .

VI I . l . 4 . D IRECT ION OF BERTH .

I t i s p r e f e r a b l e t h e d i r e c t i o n o f t h e b e r t h b e t h e s am e a s t h e

d om i n a n t w i n d d i r e c t i o n .

VI I . l . S . S LOPE OF THE APRON .

T h e A p r o n s h o u l d b e c o n s t r u c t e d u n d e ra s ma l l i nc l i na t i on

(0,5 - 1% ) s o t h a t t h e w a t e r o f h e a v y r a i n f a l l s m a y r u n o f f

q u i c k l y .

V11. 1 .6. FRESHI/ATER AND BUNKERING

Ad e q u a t e F a c i l i t i e s s h o u l d b e p r o v i d e d f o r f r e s h w a t e r a n d

bunker inq

T h e f a c i l i t i e s s h o u l d b e d e s i g n e d i n a c c o r d a n c e w i t h t h e w a t e r

l e v e l s .

W a t e r o u t l e t s and two b u n k e r o i l o u t l e t s a r e t o b e i n s t a l l e d

eXC8?t for the portis \fhich"oo n o t s u p p l y water a n d o i l in t h e

p o r t .

I n s t a l l a t i o n o f t h e o u t l e t s s h a l l b e d o n ein s u c h a w a y t h a t

t h e y w i l l n o t f a l l b e l o w o r H i g h w d t e r s p r i n g l e v e l .

V I I . l . 7 . T E L E P HaN E

T e l e p h o n e c o n n e c t i o n s s h o u l d b e i n s t a l l e d a s r e q u i r e d .

V I I . ' . 8. FENDERING SYSTEM .

T h e f e n d e r i n g s y s t em mu s t a b s o r b t h e k i n e t i c e n e r g y o f t h e

b e r t h i n g v e s s e l a n d t r a n sm i t h o r i z o n t a l f o r c e s e x e r t e d o n t h e

, m o o r e d s h i p b y w i n d , c u r r e n t a n d w a v e s .


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31

Th e e f f e c t i v e b e r t h i n g e n e r g y a n d b e r t h i n g v e l o c i t yshOuld be,Calculat~ in

a c c o r d a n c e t o V.1. ", Be r t h ; n g f o r c e o f s h t p s .

~ 1 .9. L I G H T I N G .

Th e s t a n d a r d s p e c i f i ~ d h e r e s h a l l a p p l y a c c o r d i n g t o t h e s t a n d a r di n t e n s i t y o f i l l um i n a t i o n (See Ta b l e 7.3). I t a p p l i e s t o t h e w h a r v e s

w h e r e c a r g o . h a n d l i n g , b e r t h ; n 9 a n d p a s s e n g e r s b o a r d ; n 9 o c c u r s a t.n i h t .

T h e s t a n d a r d i n t e n s i t y o f i l l um i n a t i o n i n d i c a t e s t h e m i n im um v a l u e

o f t h e m e a n i n t e n s i t y o f i l l um i n a t i o n a t t h e f l o o r o r g r o u n d s u r f a c e .

Ta b l e 7~3~ S t a n d a r d i n t e n s i t y o f i l l um i n a t i o n .

A p r 0 n S t a n d a r d I n t e n s i t y o fIII -mi a t i o n (Lux)

Moo r i n g f a c i l i t i e s f o r p a s s e n g e r s /v e h i c l e s .

O t h e r mo o r i n g f a c i l i t i e s

At the, a p r o n o f t h e mo o r i n g f a c i l H i e swhere t h e c a r g o i s h a n d l e d b ylux. .,:~#~~~~~.:,:~! ~~I::. - ~ a , 'p i pe ; ; ; 'H he ; ; . a n di se l a t i v e l y s i m p l e , i l l u m i n a t i o n shall be mill. '0i,' " ', " ~\\~i;~t~t~g:,~;h/ I n s t a l l a t i o n o f t h e l i g h t i n g o r e l e c t r i c i t y s h a l l b e a c c o r d i n g t o t h e

I- s t anda rd 0 f the Indo nes ian State El ect ri c ity Company " PERUSAHAAN LI Si TR IK NEGARA " ( P LN ) .

Ii


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32

vrLL10.L , M OOR ING EQU IP t ~ ENT

Th e m o o r i n g e q u i pm e n t f o r m o o r i n g f a c i l i t i e s , e x c l u d i n g s l i p w a y s ,

s h a l l c o n f o rm t o t h e f o l l o w i n g s t a n d a r d s :

(11 T h e m o o r i n g e q u i pm e n t s h o u l d h a v e s u f f i c i e n t s t r e n g t h t o

s u s t a i n t h e f o r c e s e x e r t e db y t h e l a rges t ' s h i p .

( 2 ) T h e m o o r i n g e q u i pm e n t s h o u l d b e i n s t a l l e d a t a n a p p r o p r i a t e

p l a c e i n c o n s i d e r a t i o n o f t h e o v e r a l l l e n g t h , m o l d e d b r e a d t h ,

b e am , f 0 1 1 - l o a d d r a f t a n d g r o s s t o n n a g e o f . t h e d e s i g n s h i p .

H e r e , t h e t e r m I l s u f f i c i e n t s t r e n g t h " s h o u l d r e f e r t o a s a f e

s t r e n g t h a g a i n s t t h e t ract i v e f o r c e o f t h e l a r g e s t s h i p o n t h e

m o o r i n g p o s t . a n dthe t e r m " a p p r o p r i a t e p l a c e " s h o u l d m e a n t h e

"

p l a c e w h e r e s a f e a n d sm o o t h mo o r i n g a n d c a r g o h a n d l i n g o f t h e

- s h i p s i s a s s u r e d .

IVII.l.1O.2 . M O O R IN G PO S T S A N DM O O R IN G R IN G S .

Ge n e r a l .

T h e q u a yw a 1 1 s h a l l h a v e m a o r i n g p o s t s o r r i n g s p r o v i d e d .

A r r a n g em e n t o f M oo r i n g P o s t s a n d M o o r i n g R i n g s .

( a ) T h e b o l l a r d s s h a l l b e i n s t a l l e d a t a d i s t a n c e o f 0 , 5 - 1 , 5 m .

frOlll. t h e front of t h e bertth ,

T h e s p a c i n g a n d m i n imum n umb e r o f i n s t a l l a t i o n o f b o l l a r d s p e r

b e r t h s h o u l d b e a s s h ow n i n T a b l e 7 . 5 .

I~,~.:~~.i;j--

_'''''.' ,. " -.

. "


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33

T a b l e 7 . 5 . A r r a n g em e n t o f S o l l a r d s .

G r os s T o n n ag eo f s h i p( To n )

Max.S p a

ct ngo f 8 0 1 1 a r d

(m )M i n . N umb e ro f I ns t a l l a t io n

p e r B e r t h

~1;~t : : f . ;H~ 2.000' .Wj:~7;?--:'


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1134

V I I . 2 . LANDS IDE STRU CTU RES .

V I I . 2 . 1 . T r a n s i t S h e d .

Wh e n e v e r o p e n s t o r a g e i s n o t a p p r o p r i a t e f o r t h e t r a n s t t i o n o f

g o o d s f r om t h e p o r t t o t h e h i n t e r l a n d , T r a n s i t S h e d s s h o u l dbe

p l a n n e d a n d c o n s t r u c t e d .

T h e d e s i g n o f it s h o u l d b e b a s e d o nt h e f o l l ow i n g ,

1 . T h e d im e n s i o n s o f t h e s h e d s h o u l d b ea cc or d i ns : t o t a b l : e

7.6.

2. C o l umn s inside t h e s h e d k e p t ' t o a m i n im um .3 . Go o d v e n t i l a t i o n a n d s u f f i c i e n t l i g h t i n g ( s e eV I I . 2 . 5 )

4 . A c l e a r h e i g t h o f 5 m m i n im um i n s i d e .

5 . S im pl e c on s t ru c t io n ~D t h a t d i sm a n t l i n g a n d r e e r e c t i o n

c a n b e d o n e e a s i l y .

6. A l oa d ir .~ p l at fo rm G..i.. The l a n d s i d e , 1.2-1.3m o f h e i g h t

a n d 3 m - 5 mo f w i d t h ~ i f n e e d e d .

7 . S u f f i c i e n t door~ w i d t h 5 m a t t h e 1 0 n g s i d e s a n d7 m a t

t h e s h o r t s i d e a n d a h 8 i g t h 4 . 5 - 5 m .

8. Ro o f o v e r h a n g d e p e n d i n gon t h e w i d t h o f t h e l o a d i n g p 1 a t -

. . f o rm .

9 . A f l a t a n d r e s i s t e n t f l o o r , h a v i n g a b e a r i n g c a p a c i t y

a c c o r d i n g t o . t a b l e 5 . 3 'I 'he s l o p e o f t h e f o o r s h o u l d b e

1:40 o r f a i n t er .10. , O t h e r f a c i l i t i e s f o r c u s t om s , a n d g o d own p e r s o n n e l

s h o u 1 d b e p r o v i d e d .

. \ ..,.. \


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VI I . 2 . 2 . Op e n S t o r a g e .

T h e t o t a l o p e n s t o r a g e a r e a s h o u l d b e b a s e d o n t h e p r o p o s e d a n n u a l

t o n n a g e wo r k e d o v e r t h e p o r t , f r om wh i c h s h o u l d b e s u b s t r a c t e d t h e

d i r e c t d e l i v e r y t o n n a g e a n d t h e t o n n a g e s t o r e din the t r a n s i t s h e d s

a n d . w a r e h o u s e s . Du e c o n s i d e r a t i o n s h o u l d b e g i v e n t o

Stacking h e i g h t

V a r i a t i o n i n s t o r a g e d emand

P r e f e r e n c e o f o p e n s t o r a g e t o t r a n s i t s h e d s .

T h e design of o p e n s t o r a g e s h o u l d b e b a s e d o n :

A re a c on fi gu ra ti on

: '~:; ':"';;A mi nirnum '..1dt h o f 30 - 40 m f o r i nter i l a nd ber th a n d 40 - 50 m' " "7" ' ;; '_ : ,: ,:L : l~ : -" .

'.: 'for ocean goi Il ' ::!b e r t h . '

P a r k i n g a r e a f ~ r t r u c k s l o a d i n g a n d u n i o a d i n g

Good a c c e s s

S t o r a g e l o a d s a n d wh e e l l o a d s .

V IT . 2 . 3 . L o a ds

Th e d e s i g n o f t h e l o a d s s h o u l d b e b a s e d o n t h e i n t e n s i t y a n d t y p e

o f t r a f f i c .

M a i n r o a d s i n p o r t ~ s h o u l d h a v e m i n ima l2 s e p a r a t e l a n e s , e a c h l a n e

h a v i n g a m i n imum w i d t h o f 2 , 7 5 m .

P r o v i s i o n s s h o u 1 d b e mad e f o r q u e i n g l a n e s a t t h e e n t r a n c eo f t .C le .p or ts ,

t e rm i n a l s side wa l k s a n d d r a i n a g e .

M a i n r o a d s o f c o n t a i n e r t e rm i n a l s s h o u l d h a v e p r e f e r a b l y s e p e r a t e d

1anes.


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V I I . 2 . 4 . P a v eme n t .

T h e p a v eme n t o f t h e t e rm i n a l c a n e i t h e r b e f l e x i b l e , r i g i d o r s em i -

r i g i d .

I t s d e s i g n . mu s t c omp l yt q t h e R e g u l a t i o n s o f t h e I n d o n e s i a n Ro a d.cepe rtment , wherea p p1i c a b1e.

Due c o n s i d e r a t i o n s h o u l d b e g i v e n t o

t h e s u b s o i l c o n d i t i o n

u n i f o rm i t y o f p a v eme n t f o r t r a n s i t s h e d s a n d op e n s t o r a g e .

V I I . 2 . S . L i g h t i n g

Du r i n g t h e d a y s u f f i c i e n t l i g h t s h o u l d e n t e r b u i l d i n g s .

A r t i f i c i a l l i g h t i n g s h o u l d b e p r o v i d e d un d e r t h e f o l l ow i n g

c o n d i t i o n s

- T r a n s i t s h e d 30 1u x

- O f f i c e 50 II

Of f i c e wo r k a r e a 200 "

- O p e n s t o r a g e 2 5 II

- C o n t a i n e r t e rm i n a l 30 II

- Ro a d s o u t s i d e t h e t e r -m1 n a l 5 II

In o p e n s t o r a g e a r e a s a n d c o n t a i n e r t e rm i n a l s t h e l i g h t i n g u n i t s

s h o u l d b e mou n t e d o n f l o o d l i g h t t ow e r s .


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V I I . 3 . 0 t h e r f a c i l i t i e s .

V I I . 3 . I D r a i n a g e .

A n a d e q u a t e d r a i n a g e s y s t emshould b e d e s i g n e d , w h i c h c a n c o p e

w i t h r a i n f a l l c o n d i t i o n s i n I n d o n e s i a t h e s y s t emshould k e e p t h e

g r o u n d w a t e r l e v e l a t l e a s t 0 , 6 m b e l ow g r o u n d l e v e l .

3 . 2 S ew e r s y s t em a n d pO l l u t i o n a i d s .

A p p r o p r i a t e m e a s u r em e n t sshould b e t a k e acco~d ing

r e g u l a t i o n s .

t o r e g i o n a l

3 . 3 L i g h t n i n g p r o t e c t i o n .

t ~ h e r e s a f e t y o f 1i e a n d p r o p e r t y a r e r e q u i l : c d li h t n i n g p r o te c t i o n

should b e p r o v i d e d a t t h e f a c i l i t i e s c o n c e r n e d .


42/53

38

VII.3.2 F i r e f i g h t i n g s y s t em .,

P o r t s s b o u t d b e p r o vi e d b y a n a d e q u a t e f i r e f i g h t i n g s y s t em . .

T h i s m a y i n c l u d i n g :F i r e f i g h t i n g c e n t r a l s t a t i o n .

M o b i l e f i r e f i g h t i n g e q u i pm e n t .

A f i r e a l a rm s y s t em .. .

A l l o v e r t h e a r e a u n d e r c o v e r h y d r a n t c o n n e c t i o n s .

S t r u c t u r e s o l d s h u b e p r o v i d e d w i t h=

A s p r i n k l e r i n s t a l l a t i o n , w h e n i t s v a l u e o r c a r g o r e q u i r e sso.

F l e x i b l e h o s e s .

Exti n g u isher s .

In a transit shed f l e x i b l e . h o s e s d i a 50 m rn, each in a box \ ' J i t h

a g la ss d oo r ) sh ou ld be installed,4 o n e a c h l o n g s i d eand 2 o n

e a c h g a b l e .

VI I . 3 . 3 C on s t ru c t i o n m at e r i a l s .

C o n s t r u c t i o n m a t e r i a l s s h o u l dfulfil t h e r e q u i r e m e n t s o f t h e

s t a n d a r d r e g u l a t i o n s .i n f o r c ein I n d o n e s i a .

Wh e n t h e s e r e g u l a t i o n s d o n o t c o v e r t h e m a t e r i a l o r c o n s -

t r u c t i o n , o t h e r s t a n d a r d s a c c e p t e dby t('SC s h o u l d b e a d o p t e d .


43/53

A t t a c hm e n t .

GATEWAY PORT .

a . C o n t a i n e r S h i p S i z e 1 5 . 0 0 0 OWT - 3 5 . 0 0 0 OWT

M a x . D r a f t : 9 . 0 0 m - 1 2 . 0 0 0 m .

L e n g t h ( LOA ) 1 7 5m - 2 8 5 m

B e am 2 7 m - 32 m

M a x . B ~ r t h l e n g t h : 2 9 5 m

( LOA+ 1 0 m )

b . D e e p s e a G e n e r a l c a r g o / m u 1 t i p u r p o s e / R o - R o s h i p .

c . S h u t t l e s e r v i c e -

S i z e 8 . 0 0 0 OWT - 2 0 . 0 0 0 DWT

M a x . D r a f t ; 8 . 0 0 m - 1 0 . 0 0 m

L e n g t h ( LOA ) 1 3 0 m - ' 1 7 5 m

B e am . 18 m

Max . B e r t h l e n g t h : 1 8 5 m

( LOA+ 1 0 m )

S h o r t s e a m u l t i p u r p o s e s h i p f r om / t o c o l l e c t o r p o r t .

S i z e 1 0 0 0 DWT - 4 0 0 0 DWT

M a x . D r a f t : 4 . 0 0 - 6 . 0 0m

L e n g t h ( LOA ) 7 0 m - 1 0 0 m

B e am 1 0 m - 1 4 m

M a x . B e r t h L e n g t h 1 1 0 m

( LOA+ 1 0 m )

Size 2 . 5 0 0 OWT -3.500 DWT

M a x . D r a f t : 4 . 8 0 m - 5 . 4 0 m

L e n g t h ( L OA ) : 1 0 0 m - 1 1 5 m

B e am 1 4 . 5 m - 1 5 . 2 m

M a x . B e r t h L e n g t h 1 2 5 m

( L OA+ 1 0 M )

ANNEX 1


44/53

ANNEX 2

COLLECTOR PORT

Sh o r t s e a G e n e r a l C a r g o /M u l t i p u r p o s e / R o - R o s h i p .

a . I L S S e r v i c e S h i p c a l l i n g a t c o l l e c t o r p o r t s a n d t r u n k p o r t

..-:'T'~~. . ~~ ; j l rLs$e . . . .Max . D r a f t

l OOODW T -4000 m vT

4.00 m - 6.00 m

L e n g t h ( LOA ) 70 m - lOa m

Be am 10m- 14m

M ax .B e r t h L e n g t h : 110 m

(LOA+ 10m)

b . I L S S e r v i c e S h i pcalling a t F e e d e r P o r t :

ISize 500 DHT - 1000 DWT

~ 1 a x .Draft 2.80 m - 4.00 m

L e n g t h ( LOA ) 48 m - 58 m

Beam 8 ..2 m - -9.5 m

Max .B e r t h L e n g t h : 7 0 m

( LOA+ 10 m )

c . D e e p s e a G e n e r a l C a r g o /M u l t i p u r p o s e / R o - R o S h i p* )

S i z e 5000 DWT - 10000 DWT

Max . D r a f t 6.8 m - 8.2 m

M ax . B e r t h L e n g t h ( LOA+ 1 0 m ) 155 m

L e n g t h ( LOA ) 103 In - 144 In

Beam 15.4 m 19.4 rn :

d . P a s s e n g e r S h i p . - - s e e d 1 p a g e 1 .

* ) No t e D e p e n d i n g o n t h e d e p t h a v a i l a b l e .S ome c o l l e c t o r p o r t s a r e c a l l e dby " Kap a l K h u s u sII


45/53

ANNEX 3

TRUNK PORT.

a . S h o r t s e a G e n e r a l C a r g o / M u l t i p u r p o s e / R o - R o S h i p .

- I L S S e r v i c e s h i p f r om c 6 1 1 e c t o r p o r t o r G a t ew a y P o r t .

S i z e 10000WT 40000WT

Ma x . Dr a f t 4 . 0 0 m - 6 m

L e n g t h ( LOA ) 7 0m - l 0 0m

B e am 1 0m - 1 4m

Max . B e r t h L e n g t h ( LOA+ 1 0 m ) 11 0m

b . S h o r t s e a mu l t i p u r p o s e s h i p .

I Size 5 0 0 OWT -1 0 0 0 OWT2 .80 m 4.00 m

L e n g t h ( LOA ) . 48 m - 58 m

Be am 8.2 m 9.5 m

Max . B e r t h L e n g t h ( LOA+ 1 0 m ) 7 0 m

c . P e r i n t i s s h i p p i n g S h o r t s e a mu l t i e u r p o s e s h i p .

Size 5 0 0 DWT -1 0 0 0 O v I T

Max . D r a f t 2 . 8 0 m - : . 4 . 0 0 m

L e n g t h ( LOA ) A8 m - 58 m

Be am 8.2 m - 9.5 m

Max . B e r t h L e n g t h( LOA+ 1 0 M) 7 0 m .


46/53

Size

FEED ER PORT :

a . G e n e r a l C a r g o S h i p - S h o r t s e a mu l t i p u r p o s e

b . P e r i n t i s s h i p p i n g - S h o r t s e a 'M u l t i p u r p o s e S h i p .

1ess than 1000 DW T

~ax. draft' 3 .5 m

I Max. Draf't

Len g t h ( LOA )

Be am

5 0 0 D V IT -1000 DW T

2.80 m - 4.00 m

48 m - 58 m

8 .2 m - 9 . S m

Max. Be r t h L e n g t h (LJ.i ' ;+ 10 m ) 70 m

c. L 0 C a1

Size

Len g t h

I Be amM a x . D r a f t

Be r t h L e n g t h

d. Pel r a

Size

Len g t h

Berth Length

500 DW T 7 0 0 D V iT

39 m - 52 m

7.50m-8.70m

2' .80 m 3.30 m

60 m

200 m ff -400 n tn25 m - 39 m

5 . 5 0 m 7 . 5 0 m

2.20 m 2.50 m

50 m

ANNEX 3A


47/53

ANNEX 4

.1. DIMENSIONS OF SHIPS

The dimensions of the ships shall b~ determined ~ppropriately, to insure

that the,'pprt;,'and h.arbour facilit:i,es can accoroodate these ships .. . .. . .~ ; . , . .. . . . . .. . .. . .. . .. .. . . . . . . . . .. ..~ .. ._ 2 . ;: .2 - ' : t: .. , ; ~ . . ~ ,. .. .._ . .~y~ - ___. '> ""~enthe.{4.imen!lons .of the ships are nor; known clearly, those t:lay be determined

in refer~~~~':b:, Table ,.1.

Taut.. '.1 Standard Si~e of Ship' ; ,l

OV,,(~tI ~1,,1.1cJ 1I1oIJ,'\l I:uli I , ,~u " Overall ?>Ioldcd Mold.:d Foil loadTfP

I 3,000 10') 15.3 7 . 1 5 . 1 10,000 D9 )').0 9 . 9 S . l,16. J I..t,C} 12'3 7. S S .G

I15,00J 1 5 7 2L 7 11.3 9 . 0

l c. ~ O , C XX l 171 ~J.S 12.J !l.~= t ,5,000 13 5 11.:: I lU 6 .0 . . ., '-'1 j c . c eo 138 17.8 1 0 . a 1.~

I'i ' :lO ,OC(I l~I , 27.2 1-1.1 lO.!:l

i 0 ". . 7,M 1-11 13 . G, 11.1 7 . 7 4U ,OCV en : : ' '9 .I) Ej.~ 11 .7I ::; (5! ~ s, (XX). 150 19.3 l1. G 7.S 50, o. : JO 2 2 6 32. 1 1 , 5 1:1.5I i!'1 9 ,O : : JO JS5 zo.o 12.0 !l.U 70 ,000 : ! 5 ( ) 3 5 . 9 1 3. 1 13.,5. , lO.O{),) lW .:!O.G 12 . :1 S.:! 1 0 0, C O O 2 7 0 3 9 . 0 1 9 . 2 lt. 6

1.5.000 161 23.1 13 , 9 8.8 150,000 291 .H.Z 23. o 17.9

I ; _ -O ,OOJ 1 9 1 !!5. 1 15.1 9 . 2 ~,O'X) 32 5 .17.2 21.5 19 ,QZ : . D I 2$. Z I 250,000 I}.~ 51.S _ , . = .r .. : 0 . 03 0, OW 1 7 9 10.0 -_ , ~Lw _-~.0--_. --- ~ -.~ . . . . ._. . . ., . . _ . _ A _ '' ' ' ~ ' ~ i o , OO ) s.:- .. ._ . 700 S l 3 .5 .1 . C 3 . S 1'10 ) : ; . 7 10. .51.OCO s a 9 . 5 5.1 .1 . z )5,000 157 ;11.5

.. 11.9 !l.O

:::,000 7t 11.7 G.S 5.~ 20 ,000 170 ' 2 3 . 7 12.!l 9.6

3,000 S 6 l 3 . Z 7 ;)5.' I 'il : ': '0, OCO 1!JZ :;T.3 l~. 5 10.6,-

1,00',) !l~ 1 -1 .1 7.6 a.l 'E , J O , O CO ~3 : J0 .Z 13.3 11. .j,.103 )5.1 S. 1 u .S

O JSO,OOJ Z:.~ 3 2 . 6 I v . S 11.95,000 . .~ . ..

~ G ,OOO 1 2 4 H i. 9 9.5 7.'2 0 ' 70,COO 211 37.S 1S.7 13.3e19.7 "'/u.s~ 7,COO 1:19 17. G 10.0 7 . 5 ' 0 , coo ::50 3 3 . 5. .. .

II,Coo 135 18 . 3 1 0. 1 7.S 100, (XX) :: ' '75 ' 4 2 . 0 ~3,O 16.1n\; 9 , 0 0 0 )39 lS.9 10.::1 8.0 1 5 0 , 0 0 0 313 '41.5' 21.1 18.0c

--'10.())J HI 1 9 . 1 11. Z 3 . 2 , :, . .. .. 1 4 ." " . .. .. .. ..

15,UCO 162 21. 7 12.7 9 . 11, (;Q() ~5 13.-1 5.0 4.0

!!U, c oo 1 7 1 23.-1 13. :: t 10.0 2,000 till 1&.1 'J.S ~.33. coo 10 3 17 ,7 1 0 . 5 " S.O30,000 199 ~ 6 . 1 15.1 11. o -;0

.3 '1,000~ ,. , ~.O 11 . Z ",5,3IO,M 217 2S.3 }],;: u.e . .~

~.:

50,000 Z3 Z :lO.O

~I~6,000 13 : ; 21.1 11.7 5 . 9

uu .:.9,000 ' 155 21.8 13.1 6.1~. .-~..._ . " " /

~ 'E &_"_. ' - H ) , OOO 1(;3 21.0 11.1 ',.u.5700 !'.O 8 . 5 4.0W.

o c ",:!

l.~ '51 9.4 2'~.. -1.2 13 ,


48/53

ANNEX 5

o 10000 20000 30000 ~OOOO

JO JOO

, 'P ---:.

./.L"'_____

./" - -/~ - -,/ ~I _ -_.__ -

---"--- _ - -- ccnt. .. Lne.e/ --- ./ tP"- - 4.l1d co+ro----V' ~_;'~ I - $hips-- l :Qul t .~p t J ; J . ; ' posI --- . . hib 's . . dI ~" . ,

. 7 '_ ,- - - - -- - - _ roetl!r$

i"yY I _-- ~-.,.- - _,--~-.1. __ ' _..2.---- - _-.--

;/t_:S----0.._

TI I --

I I

~ 25,

250

--~~ 20 200~"

.. 15 I SO~"l

10 100

s so

o ()

----o~rr1,. .t. \ 1 c , "f' I.CO>


49/53

ANI.JEx 6

I

iI I

! I !.c>,

r: ~ ~ :: :"

I

I

(""P '" q'('"1:' ,Ill

I t, I I I !..0 .\ -0 ,- 1

t '- !J :+i-, '\ tI

j : : . 1 \ tJ :.t I,\ \

+

1 \\ . . I \ r. . ...., I

I I 1\ .1 \ . .\'1 1 \, . I

\ ~ I . \ . .I i" r\. I \

'"~ . . ._t, . .. ... .- - ' .. ..\

,'" "" 1'- . ... ; : : , ,.\ II ", .. r- , . . "i\J .I !I I, j

:1V1C.

-r:Vi0(..!:J,c: : :~


50/53

_ 1 ~ t I , II" "l ~1\ . . ,. ~ "'0..I.

.0

\, ': \

1. .\ . I'. . . .~ .\- 11 , . . . . \ I .. .i i\. 1 ,- 1 \

\ \ \. '.\

:: '.1\

\.w \ i\ \ .

I I "I ! - \, \L I ~ ,". . ,,~\ I I r- , \

, , I ! j .0- . II i i i

,1 I . . . . . . . '


51/53

-I

III.

ANNEX 8

~'-rT'-IT~IT'-IT'-lIl1rT'-rT~ro'-rTllrT.-rrVlrrTlrrTl-rTi-rTl-"~1--t--t--t--t-t-'-I-+-f~'\-\I-'I-+--+-1t- -t-i--- -t-+..... -I-l-I- +- --- t-Hi-t-- -+-+/-+-/---;1-1-+-+-1-1-1-- -j-

'I-'--l-H--t-I-t--t-I!--t--!-J- -H--l-I-+-+-+-I-l-tI"':\"H~ ..0 I-+--+-l-f--t -t -t - -i-i-t--I-l- - -1-- _ I-~ t "0 I-+~H--+-".j-++--t-I--j-l

\ i ~\ N

\

i'\,

\\

\

' '1.

I J

tI.II

1i'iO 000" o t' A I I J V dV J S~ 3 ~NV l 3 0 SNO l SN3WIO N IVW

. . . . . . . --- (Ih.QOQOt .... J-

fI

0. ., - ; , ~ 1 :. . . " ._ - : : ~ ': . - : -..... _ '. . _ .. ...t t __

!::~~ r ~. _ C : ~ : : ~ . - _ - : ( ;r- : ; \~ : : : : :IIt " '- T . + - - . . ..- .- - - .. - - ..- . i ._.~. . .

. -1- j :. 1 "" . "-j. . . . .. . . .. ., -1- --. - - \I _. .. - .>I-I . . . j - ~. t-p -..~. - ..... - ... -. ,:' .1- .... ", -". '1) _ oc,. I 'T -+ T - - _ .;, ..J '. - '" .: - ~1 -t- - .. , . .. ~,. - .. r ..I-- .. __ . J-1 -vq--'_ .... -1 - '1 ' _ .-u f -H - _L _'.+ -I -;.,. ... - .... . _ . . . . - . ,.bVlr'1 "1 '- . __.. .. . _ . ......:... - - .. - t" -1-'" _. ,,'.. -)'1 - .. -". - ,. -

., : : : : :r - . ,- IP- ' !1{-- 'q--:l!e it -'

. .,

II"

i '


52/53

1 Ib

b -i- -' -- -: Iq: I

r- ;!"l i-I-.::t:

-I-'f-' -i- I-I r- :.u I-

.~

r : : II,*r

. .. -1- - IH- . . . .~ r r

I z r-. . [{I "L t , t'- i'-

I I ! 1'1 'I r--I I I i I i , 1II I , , i , I I r-: I

II , ,- , j f I I R I- . . 1 . .. .1..... -t-f'!""'t-r-t y - r:::t't '- -.,t ! I , f:

! j I I -j I ,. , I i i I H- I I I, i f I ! ! , I ; I R - 1- - I " t : : : : T; ! I. . . . ---I I ; , ; , i ! I i H- . - ~m- -A -. J r i ---I- I-I- - I-I I ! ! ) . ; , , . ! , rI ! ! : . , , ; , i I ! -l- t ! ! '-I- I-H- H-i-Ii

Ir I11

(")

o. . . . .oo ,~o

t")

. ..(------ ( I O O O L )11M

! , ; I i , ~i ' : l !\ ! ; , H- ,- i,I I ) i ! \ I i I I I

I I , f 1,\ V) II \ 0.. I

I I -,- I, , , Vl

~I-I ).. I I ,i I

, , I 6: 1 " I I .......I ~ '\ I ~ I ,

"0:: ! I

I I ca. 1 I

u :::;;! I I -I _J . . .:.: I, I ! -!--.....I c:::lJ-l u~ 0c o Z __J

c::

I-w:: c zC) W.......C)lJ.J-:-01/',


53/53

IIANNEX lot i "

i\t Ii .. \ "I i.I I5 ... .. tn~ -g tn 0 0 tn tn 0 0 0 - s- t..Q

nj.j_Inj

0 0 0 0 0 0 0 0 "C 1LI) Lf) r- M l"- N 0 lf) cIf') r- eo 0\ 0 N M IJ1 .S-{ .-l .-l .-l

tJ< -IJ 4:j' ' ' '~

nj I Il b-l & 0 0 0 0 0 0 0 0 IQ} IJ1 lf) IJ1 r-. M r- N 0 Ul IUl . . r - ! il "

standart design criteria

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