The PA was a placeholder: 9 painted stripes and 4 lights on a slab.
Rebuilt it against sourced figures rather than recollection.
Sources:
* OpenStreetMap way 59608205 (大黒ふ頭パーキングエリア) -- the apron is
181 m x 174 m / 1.6 ha, i.e. essentially SQUARE, not circular.
* ja.wikipedia 大黒パーキングエリア -- 首都高速で最大のPA, opened
1989-09-27. Capacity 小型 341 + 大型 59 + 身障者用 4 = 404, now
reproduced EXACTLY (11 rows x 31, 20/20/19, 1 row x 4).
* 本館 on the west side, ベイサイドテラス二番館 on the north, per the
same article. EV rapid charger (first on a Japanese expressway,
2008-10-10) and the 段差 bumps retrofitted to deter lowered cars.
Stall dimensions (小型 2.5x5.0 m, 大型 3.3x12 m, 6 m aisles) are
conventional JP parking-design values and are commented as NOT
primary-sourced, unlike the 全標協 road markings. Building footprints
are art-directed to the aerial and flagged as such.
tools/verify_daikoku_pa.luau asserts capacity, containment, block
separation and building placement in-engine: 20 passed, 0 failed.
Two bugs found and fixed by that harness:
* The hand-placed 小型 Z origin overlapped the 大型 bays by 42 studs.
The origin is now DERIVED from the 二番館 frontage; clearance is
61.4 studs. The first version of the overlap test compared
consecutive head lines (always 0 for back-to-back rows), which was
meaningless and hid this.
* push_mapbuilder.py lost a byte whenever a chunk began with a
newline -- Lua long-bracket literals swallow a newline directly
after the opening bracket (assembled=65158 vs 65159). It now emits
a deliberate leading newline; the push verifies match=true.
Four fidelity fixes, all verified in a live Studio datamodel (not just built):
1. Wire up the dead `bridge` flag. Circuit.luau marks 474 samples as bridge
spans but nothing ever read the field, so every elevated metre rendered as
the same slab on square columns. Flagged spans now get a steel box girder
(鋼箱桁橋) with stiffener ribs under the deck, carried on a transverse pier
cap and round columns at a wider pitch than the viaduct pillars.
2. Ginza 跨道橋. The Ginza section sits below street level in the filled-in
楓川・築地川 river beds and the surviving city bridges cross over it, their
piers landing in the median. Adds the crossing decks, parapets and centre
piers -- which is the physical reason lane changes are banned there, not
just a paint choice.
3. Junction speed plates. 江戸橋JCT内 / 浜崎橋JCT内 / 京橋JCT-旧白魚橋乗継所 are
posted 40 km/h, not the 50 km/h mainline limit; plates repeat more often
through the short restricted stretches.
4. Shiodome JCT -> Hamazakibashi JCT widened to 3+3 lanes via widthAt(), with
a taper (max ~1.7 studs/sample) instead of a step. Every fixed-width
consumer -- deck, median, parapets, lane marks, signage offsets, skyline
setback, finish line -- now reads widthAt() so nothing floats or clips.
Verified headlessly (tools/verify_c1_fixes*.luau):
girders 488 / 474 flagged samples, pier caps 85, columns 80
Ginza overpasses 7, piers 7, lateral offset from centreline 0.000 studs
speed plates 40km/h x7, 50km/h x8
deck width Shiodome 81.5 vs Kasumigaseki 60.0
seam lip max 0.0006, road-surface raycast step max 0.260, 0 deck holes
Two earlier "failures" were bad tests, not bad geometry, and the fixed
harnesses document the traps: deck parts are pitched by CFrame.lookAt so
Position.Y+Size.Y/2 is not the surface height (and LookVector is -Z, so the
end faces are easy to swap), and a seam raycast must filter to the Expressway
folder or it hits TunnelCeiling/MedianFence and reports a phantom 19-stud step.
jesse