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Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
50192—93
Code for design of river port engineering
Code for design of river port engineering
1993—1207
1994-08—01
State Bureau of Technical Supervision
Ministry of Construction of the People's Republic of China
Engineering Construction Standard Full-text Information System
Jointly Issued
Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
Code for design of river port engineering
Code for design of river port engineeringGB50192-93
Editor department: Ministry of Communications of the People's Republic of ChinaApproval department: Ministry of Construction of the People's Republic of ChinaEffective date: August 1, 1994
Engineering construction standard full text information system
Engineering construction standard full text information system
Notice on the release of the national standard
"River and Port Engineering Design Code"
Jianbiao [1993]] No. 871
According to the requirements of the State Planning Commission's document [1986] No. 250, the "River and Port Engineering Design Code" jointly compiled by the Ministry of Communications and relevant departments has been reviewed by relevant departments. The "River and Port Engineering Design Code" GB
350192-93 is now approved as a mandatory national standard and will be implemented from August 1, 1994.
This code is managed by the Ministry of Communications, and its specific interpretation and other work are the responsibility of the Second Navigation Engineering Survey and Design Institute of the Ministry of Communications. The publication and distribution is organized by the Standard and Norms Research Institute of the Ministry of Construction.
Ministry of Construction of the People's Republic of China
December 7, 1993
Engineering Construction Standards Full Text Information System
Engineering Construction Standards Full Text Information System
Port Site Selection·
General Provisions
Site Selection Principles...
Loading and Unloading Technology...
3.1 General Provisions
3.2 Loading and Unloading Technology and Machinery Selection for General Cargo and Multi-purpose Terminals 3.3
Loading and Unloading Technology and Machinery Selection for Coal, Ore, Sand and Gravel Terminals·Loading and Unloading Technology and Machinery Selection for Timber Terminals||t t||Bulk grain terminal unloading technology and machinery modeling
3.6 Oil terminal loading and unloading technology and machinery selection…3.7
Determination of the main construction scale of the port
Comparison and selection of loading and unloading technology schemes
General layout design:
General provisions
Length of berths and piers in front of the pier, turning waters and dug-in berths
Elevation and water depth of the pier front
Access channel·
Oil terminal and other dangerous goods terminals
Land area layout and vertical design
Port railway ·
4.10 Port roads
Engineering construction standard full text information system
(5)
(35)
Engineering construction standard full text information system
4.11 Passenger station
4.12 Auxiliary production and living welfare buildings
5 Water supply and drainage
General provisions
Power supply, lighting and control
General provisions·
Power supply system
6.3 Port substation
Port outdoor distribution line
Track Power supply for loading and unloading machinery
Voltage deviation and voltage fluctuation
Port lighting
Interlocking control of continuous conveying machinery
General provisions
Port area communication·
Long-distance communication·
Other wired telecommunications.
Port area communication lines
7.6 shortwave riverside radio station
VHF radio station
Other radio communications
Buildings
General provisions·
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(49)
c0006c60009c00000c006660 00000006c0000c(52)
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Port loading and unloading technology and loading and unloading machinery
Engineering construction standard full text information system
Engineering construction standard full text information systemwww.bzxz.net
8.3 Port ships
8.4 Power supply and lighting
8.6 Water supply and drainage
Environmental protection.…
-General provisions·
Prevention and control of waste gas and dust pollution·|| tt||Wastewater pollution control
Solid waste pollution control
Noise control
Environmental monitoring·
Appendix A
Calculation of misalignment area
Appendix B Plan and longitudinal section of port railway
Appendix D
Appendix E
Appendix F
Distance between two adjacent lines in the straight section of port railway (62)
（65)
：(66)
..... (73)
Distance from the center line of the straight section of the port railway to the buildings and equipment
Main technical indicators of access roads and roads in the port Explanation of terms used in this specification
Additional explanation
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: (74)
Engineering construction standard full text information system
1.0.1 This specification is formulated to unify the technical requirements for the design of river port projects, improve the social and economic benefits of ports, and meet the needs of the development of inland waterway transportation. 2 This specification is applicable to the design of new construction, reconstruction and expansion projects of inland ports. 1.0.2
1.0.3 The design of river port projects should implement the principles of land conservation and energy conservation, and make rational use of resources; it should protect the environment and prevent pollution. 1.0.4 The design of river port projects should be coordinated with river planning, urban planning and port overall layout planning. For reconstruction or expansion projects, attention should be paid to the technical transformation of existing ports and give full play to the throughput capacity of existing ports.
1.0.5 In addition to implementing this specification, the design of river port engineering shall also comply with the provisions of the current relevant national standards and specifications.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Port Site Selection
2.1 General Provisions
2.1.1 The selection of port site must be determined by comprehensive analysis based on the needs of hinterland resources, economic and trade development, passenger and freight volume and transportation, combined with natural conditions and construction conditions. 2 The shoreline and land area suitable for port construction should be given priority in accordance with the principle of deep water and deep use. 2.1.2
Considering the development of ports.
2.1.3 The port site should be selected in a river section with a stable and less variable riverbed, and the river width, water depth, flow rate and flow state are suitable for nearby anchorage waters, and should have conditions for safe operation of ships. 2.1.4 The port site should have good geological conditions. Technical demonstration should be carried out when building a port in an area with poor geological conditions.
2.1.5 The port site should avoid the river sections where the existing hydraulic structures, structures and facilities have adverse effects on the riverbed scouring and port navigation conditions. 2.1.6 For industrial and mining enterprises that need to build a dedicated port area, the port site selection should be carried out at the same time when selecting the factory site.
2.1.7 The port site selection should be based on the riverbed evolution analysis of different river types. 2.2 Site selection principles
2.2.1 The following main data and conditions should be available for the selection of the port site. 2.2.1.1 Hydrology, meteorology, topography, geomorphology, geology and earthquake. 2.2.1.2 Port nature, scale, ship type, water area and land area. 2.2.1.3 Collection and distribution conditions, water source, power source, filler source and local materials. 2.2.2 The site selection of plain rivers should comply with the following principles. 2.2.2.1 For straight and slightly curved river sections, it is advisable to select the lower section of the deep groove of the concave bank. 2.2.2.2 For limited bends, it is advisable to select the site on the lower side of the bend top of the concave bank. 2.2.2.3 It is not advisable to select the site on the meandering river section. If it is necessary to build a port, it can be selected on the lower side of the bend top of the concave bank, and the possibility of natural bend or beach cutting should be technically demonstrated. 2.2.2.4 For the Fenhan River section, it should be selected on the side of the concave bank deep trough where the Han River is relatively stable or developing. For the single river section outside the Fenhan River mouth, it should also be selected on the side of the relatively stable or developing deep trough.
2.2.2.5 It is not advisable to select a site near a wharf or convex mouth downstream. 2.2.3 The site selection of mountainous rivers should comply with the following principles. 2.2.3.1 For non-alluvial river sections, it is advisable to select the slow-flow section and downstream area upstream of the rapids.
For non-alluvial river sections, it is advisable to select a site where the changes in scouring and silting over many years are relatively stable and the flow state is suitable, and a reasonable wharf type and layout should be adopted. 2.2.3.3 For semi-alluvial river sections, the site selection principles for plain rivers can be implemented. When it is necessary to build a port on the convex bank of a semi-alluvial river section, the river section of the port site should have a stable coastline and conditions that can form sufficient water depth. 2.2.4 When selecting a site on a frozen river, the impact of ice and icicles should be studied, and it is advisable to avoid the river section that is seriously affected by ice and icicles.
2.2.5 When selecting a site near the confluence of the main and tributary rivers, attention should be paid to the adverse effects of water and sand from the main and tributary rivers.
2.2.6 When selecting a site in an artificial canal or river network area, it is advisable to make full use of the river bank or depression to build a dug-in port.
2.2.7 When selecting a site for a lake port, it is advisable to select a site in an area with less wind and waves; when selecting a site near a river confluence, it is advisable to avoid the adverse effects of incoming water and sand. 2.2.8 When selecting a site for a reservoir port, it is advisable to select a site in an area with less wind and waves and not affected by flood discharge, and it is advisable to avoid the bank section where the bank slope may become unstable due to changes in the water level in the reservoir area. 2.2.9 When selecting a site for a channelized river, it is advisable to avoid the river section that is adversely affected by the hub. 2.2.10 The safe distance between the wharf and the bridge, aqueduct, and underwater pipeline should not be less than the provisions in Table 2.2.10.
Engineering Construction Standards Full-text Information System
Engineering Construction Standards Full-text Information System
Safety distance between wharf and bridges, aqueducts, underwater pipelines Buildings and structures
Underwater pipelines
Wharf upstream
Table 2.2.10
Head downstream
Wharf and boarding misalignment should not enter the underwater pipeline boundary marking: ①Safety distance refers to the clear distance:
②L is the length of the designed ship type or tugboat with barge; ③The lower value is taken for river sections with gentle water flow;
④Single-hole bridges, single-hole aqueducts and river network areas are not subject to this restriction. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
3 Loading and Unloading Technology
3.1 General Provisions
3.1.1 The design scheme of loading and unloading technology should be comprehensively determined based on factors such as annual cargo throughput, cargo type, flow direction, vehicle type, ship type, collection and distribution mode, loading and unloading requirements and natural conditions.
2 The design of loading and unloading technology should simplify the process flow and reduce the operation links; the machine type and tools should be reasonably selected, domestic standardized products should be given priority, and the types and specifications of machinery should be reduced. The level of mechanization and automation should be determined in accordance with national conditions. 3.1.3 The design of loading and unloading technology should ensure the safety of operations, reduce environmental pollution, reduce labor intensity, improve labor conditions, and protect human health. 3.1.4 When the cargo type is single, the flow direction is stable and the transportation volume is large, a specialized terminal should be set up. 3.1.5 The design water level difference of the freight terminal is below 8m, and it is advisable to adopt a vertical type. 17m or more, it is advisable to adopt a slope type. 8-17m, general cargo import and export and bulk cargo export terminals should be vertical, bulk cargo import terminals should be sloped or floating. 3.1.6 For oil barge unloading terminals, when water level changes do not affect the normal operation of the oil unloading pump, it is advisable to adopt a vertical type.
3.1.7 Passenger terminals or passenger and cargo terminals mainly for passenger transportation should adopt sloped or floating terminals.
3 Mountain river port areas with a design water level difference of more than 17m, and the cumulative frequency of water level is 70% to 90% of the time in the middle and dry seasons, it is advisable to adopt graded vertical terminals arranged along the shore.
3.2 General cargo and multi-purpose terminal loading and unloading technology and machinery selection 3.2.1 The loading and unloading of general cargo should be developed into groups and containers. The lifting capacity and transportation capacity of the relevant terminals on the group and container transportation lines should be compatible with each other. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
3.2.2 The selection of loading and unloading machinery should be determined according to factors such as cargo throughput, cargo type, ship type and wharf type. When selecting a crane, its lifting range should at least reach the outside of the designed ship hatch, and the lifting capacity should meet the design requirements. The lifting capacity of the crane should be selected according to Table 3.2.2.
Crane lifting capacity (t)
Design ship cargo capacity
General piece goods
Steel and general long and heavy pieces
Determined according to specific circumstances
500~100
3.2.3 For loading and unloading operations at vertical wharfs, rail cranes should be used. Fixed cranes can also be used if the water level difference is small and the ship type is not large. Fixed cranes should be used for pier-type wharfs.
3.2.4 When a rail crane is installed on the wharf, the distance from the center line of the track on the river side to the front line of the wharf should not be less than 2m. For wharves berthing small ships, it can be appropriately reduced, but should not be less than 1m.
3.2.5 The width of the loading and unloading platform of the bridge approach wharf should be determined according to the gauge, process layout, and operation mode of the ship loading and unloading machinery. The width of the bridge approach should not be less than 4.5m for a single lane; and should not be less than 7m for a double lane. The connection between the bridge approach and the loading and unloading platform should be partially widened. 3.2.6 The width of the working area in front of the continuous wharf should be determined according to the model, process layout and operation mode of the ship loading and unloading machinery. When a rail crane is used, it should be 25 to 30m; when a fixed or mobile crane is used, it should be 20 to 25m. 3.2.7 It is not advisable to set up a railway loading and unloading line in the working area in front of the wharf. 3.2.8 The slope transportation technology and machinery selection of the slope wharf should be determined according to the factors of hydrology, topography, cargo type, etc., and should comply with the following provisions. 3.2.8.1 When the slope is steeper than 1:5, it is advisable to use a cable car. The efficiency of the cable car should be adapted to the efficiency of the ship loading and unloading machinery. One ship loading and unloading machine should be equipped with a pair of cable cars. Cable car drive engineering 6 construction standard full text information system5 For cargo wharfs with a design water level difference of less than 8m, vertical type is suitable. For wharfs with a design water level difference of more than 17m, slope type is suitable. For wharfs with a design water level difference of 8-17m, vertical type is suitable, and for wharfs with a design water level difference of more than 17m, slope type is suitable. For wharfs with a design water level difference of more than 17m, vertical type is suitable. For wharfs with a design water level difference of more than 17m, slope ... The lifting capacity and transportation capacity of the relevant terminals on the group and container transport lines should be compatible with each other. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
3.2.2 The selection of loading and unloading machinery should be determined based on factors such as cargo throughput, cargo type, ship type and terminal type. When selecting a crane, its lifting range should at least reach the outside of the hatch of the designed ship type, and the lifting capacity should meet the design requirements. The lifting capacity of the crane should be selected according to Table 3.2.2.
Lifting capacity of crane (t)
Design ship type cargo capacity
General piece goods
Steel and general long and heavy pieces
Determined according to specific circumstances
500~100
3.2.3 For loading and unloading operations at vertical terminals, rail cranes should be used. Fixed cranes can also be used if the water level difference is small and the ship type is not large. Pier-type wharfs should use fixed cranes.
3.2.4 When a rail crane is installed on the wharf, the distance from the center line of the track on the river side to the front line of the wharf should not be less than 2m. For wharves berthing small ships, it can be appropriately reduced, but should not be less than 1m.
3.2.5 The width of the loading and unloading platform of the bridge-type wharf should be determined according to the gauge, process layout, and operation mode of the ship loading and unloading machinery. The width of the bridge approach should not be less than 4.5m for a single lane; it should not be less than 7m for a double lane. The connection between the bridge approach and the loading and unloading platform should be partially widened. 3.2.6 The width of the working area in front of the continuous wharf should be determined according to the model, process layout and operation mode of the ship loading and unloading machinery. When a rail crane is used, it should be 25 to 30m; when a fixed or mobile crane is used, it should be 20 to 25m. 3.2.7 Railway loading and unloading lines should not be set up in the working area in front of the wharf. 3.2.8 The slope transportation technology and machinery selection of the slope wharf should be determined according to the factors of hydrology, topography, cargo type, etc., and should comply with the following provisions. 3.2.8.1 When the slope is steeper than 1:5, it is advisable to use a cable car. The efficiency of the cable car should be adapted to the efficiency of the ship loading and unloading machinery. One ship loading and unloading machine should be equipped with a pair of cable cars. Cable car drive engineering 6 construction standard full text information system5 For cargo wharfs with a design water level difference of less than 8m, vertical type is suitable. For wharfs with a design water level difference of more than 17m, slope type is suitable. For wharfs with a design water level difference of 8-17m, vertical type is suitable, and for wharfs with a design water level difference of more than 17m, slope type is suitable. For wharfs with a design water level difference of more than 17m, vertical type is suitable. For wharfs with a design water level difference of more than 17m, slope ... The lifting capacity and transportation capacity of the relevant terminals on the group and container transport lines should be compatible with each other. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
3.2.2 The selection of loading and unloading machinery should be determined based on factors such as cargo throughput, cargo type, ship type and terminal type. When selecting a crane, its lifting range should at least reach the outside of the hatch of the designed ship type, and the lifting capacity should meet the design requirements. The lifting capacity of the crane should be selected according to Table 3.2.2.
Lifting capacity of crane (t)
Design ship type cargo capacity
General piece goods
Steel and general long and heavy pieces
Determined according to specific circumstances
500~100
3.2.3 For loading and unloading operations at vertical terminals, rail cranes should be used. Fixed cranes can also be used if the water level difference is small and the ship type is not large. Pier-type wharfs should use fixed cranes.
3.2.4 When a rail crane is installed on the wharf, the distance from the center line of the track on the river side to the front line of the wharf should not be less than 2m. For wharves berthing small ships, it can be appropriately reduced, but should not be less than 1m.
3.2.5 The width of the loading and unloading platform of the bridge-type wharf should be determined according to the gauge, process layout, and operation mode of the ship loading and unloading machinery. The width of the bridge approach should not be less than 4.5m for a single lane; it should not be less than 7m for a double lane. The connection between the bridge approach and the loading and unloading platform should be partially widened. 3.2.6 The width of the working area in front of the continuous wharf should be determined according to the model, process layout and operation mode of the ship loading and unloading machinery. When a rail crane is used, it should be 25 to 30m; when a fixed or mobile crane is used, it should be 20 to 25m. 3.2.7 Railway loading and unloading lines should not be set up in the working area in front of the wharf. 3.2.8 The slope transportation technology and machinery selection of the slope wharf should be determined according to the factors of hydrology, topography, cargo type, etc., and should comply with the following provisions. 3.2.8.1 When the slope is steeper than 1:5, it is advisable to use a cable car. The efficiency of the cable car should be adapted to the efficiency of the ship loading and unloading machinery. One ship loading and unloading machine should be equipped with a pair of cable cars. Cable car drive engineering 6 construction standard full text information system
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