CHAPTER I FENDERS AND BOLLARDS
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The forces acting on a moored vessel are both
Mooring Forces
environmental and operational. Environmental forces are caused by natural phenomena such as wind, waves, currents and tides. Operational forces include those caused by passing ships, changes in the vessel trim, freeboard or draught and mooring line overtension.
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Shows an Optimized Mooring Arrangement
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Wind and Current Forces
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The depth of the water under the keel greatly
affects current forces.
As the clearance under the keel decreases, the
forces due to currents increase.
The magnitude of current force can be three
times as great on vessels with very small underkeel clearances than for vessels in deepwater.
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Vessel Motion
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Design of Bollord
Forces due to wind
Fw = wind pressure * exposed area of ship (ton)
Wind pressure = 0.00256 v2 ib/ft2,
v = wind velocity (55 to 78 mile/hour) The current force = W / 2g 2 W = weight / ft3 of water, g= gravitational acceleration = 32.2ft/sec2 The current velocity ranges from 1 to 4 ft/sec.
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Aex2
D B
Aex1
LBP
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EXAMPLE 1
It is required to find the pull forces under the effect of both wind and current effect on a ship berthing on container quay ( closed structure). Ship characteristics are as given: - Dwt = 40,000 tons & LOA =237m , LBP 225 m, B = 32.2 m , D = 11.70m, F = 6.9 ms. Where Vs = 30 knots , Vc = 1.0 m /sec., d = 13.0 m.
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Current direction
Wind direction Wind direction Current direction
Bollard Wind direction
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Solution
Ship empty (Longitudinal direction)
Aex1 = 225 x 11.70 = 2632.5 m2 ship full (Longitudinal direction) Aex1 = 225 x 6.9 = 1552.5 m2 ship empty (Cross direction) Aex2 = 32.2 x 11.7 = 376.75 m2 ship full (Cross direction) Aex2 = 32.2 x 6.9 = 222.18 m2 Cf1 = Aex1/ L2 empty < 0.50 Cf1 = 1.2
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Cf2 = Aex2/ (B)2 =376.75 / (32.2)2 = 0.363 Cf2 = 0.70 from tables Wind force calculations Pw = 0.066 Vs2 Vs = 30 x 0.5144 = 15.432 m/sec. Vs = Vs x S1 x S2 x S3 S1 = coefficient due to location & exposed for wind ~ 1.0 for normal condition S2 = coefficient depends on the shape of vessel , take S2 = 0.96 from tables S3 = 1.0
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Vs = 15.432 x 1.0 x 0.96 x 1.0 =
14.815 m/sec.
Pw = 0.066 x (14.815)2 = 14.490 Kg / m2 Fw1(maximum) = Cf1 x Pw x Aex1 (empty)
= 45.8 tons.
Fw1(minimum) = Cf1 x Pw x Aex1 (full) = 27 tons. Fw2 (max) = Cf2 x Pw x Aex2 (empty) = 3.82 tons
Fw2 (min) = Cf2 x Pw x Aex2 (full)
= 2.25 tons
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Current calculation
Current force calculations Pc = current intensity = 52 Vc2 Kg/m2 Vc = 1.0 m /sec. Pc = 52 Kg/m2
Current parallel to the quay.
Fc1 = 0.6 x B x D x [1 + D/d]3 x Pc Fc1 (min) = 12.4 tons Fc1 (max) = 80.6 tons.
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Forces on Berth
Case (I) Current is normal to the berth, closed structure Force on the berth F final1 = 45.8 tons
Case (II) Current is parallel to the berth
Ffinal 2 = Fc1 max + Fw2 (min) =
80.6 + 2.25 = 82.85 tons No. of Required Bollards as min. are 4 units Bollard capacity = 82.85 /4 = 20.71 x 2 (S.F.) = 41.42 ton Take Required Bollard with 50 ton tension force
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Design of Fender System
References
* Code of practice for design of Fendering and Mooring systems BS 6349 : Part 4 : 1994 (ISBN 0-580.22653-0) * PIANC WG33 Guidelines for the Design of Fenders: 2002 (ISBN 2-87223-125-0) * Recommendations of the Committee for Waterfront Structures EAU 2004 8th Edition (ISBN 3-433-01790-5)
* Technical Notes of the Port and Harbor Research Instuite,
Ministry of Transport, Japan. No. 911, Sept 1998 (ISSN 04544668)
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Structures
The jetty structure will have a large influence on the choice of
fendering system, and sometimes vice versa. Structure design will depend to a large degree on local practice, geology and materials. The right choice of the fender, when considered at an early stage, can often have a significant effect on the overall cost of the berth.
The structures can be classified to i) Open Pile Jetties Ii) Dolphin Iii) Monopile Iv) Mass Structure V) Sheet Pile
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Location
Berthing Structures are sited in a variety of location,
from sheltered basins to unprotected open waters. Local conditions will play a large part in deciding the berthing speeds and approach angles, in turn affecting the type and size of suitable fenders. 1) Non-Tidal Basins 2) Tidal Basins 3) River Berths 4) Coastal Berths
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Tides
Tides vary greatly with location and may have extremes of just a few centimeters (Mediterranean, Baltic, etc.) up to of 15 meters (part of UK and Canada). Tidal variations will influence the structure design and selection of fenders. HRT Highest Recorded Tide HAT Highest Astronomical Tide MHWS Mean High Water Spring MHWN Mean High Water Neap MSL Mean Sea Level MLWN Mean Low Water Neap MLWS Mean Low Water Spring LAT Lowest Astronomical Tide LRT Lowest Recorded Tide
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Berthing Energy Calculations
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Dolphin Berthing
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End Berthing
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Lock Entrance
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Ship to Ship Berthing
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Berthing Velocity
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Berthing Velocities
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Calculation of Berthing Velocity
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Added Mass Coefficient CM
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Block Coefficient CB
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Eccentricity Coefficient CE
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C E = K 2 / { K2 + R 2 }
K = [(0.19 CB) + 0.11 LBP R = [ LBP/2 x]2 + [B/2]
2
Where x = LBP/4 for Quarter Point berthing X = LBP/3 for third- point berthing X = LBP/2 for mid-ships berthing
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Berth Configuration Coefficient Cc
Closed Structures Kc/D 0.50
Cc ~ 0.80
Kc/D > 0.50 Cc ~ 0.90
For > 5o
Cc = 1.00
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Semi- Closed Structures
Kc/D 0.50
Cc ~ 0.90
Kc/D > 0.50 Cc ~ 1.00 For > 5o
Cc = 1.00
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Open Structures
Cc = 1.00
Where Kc = Under keel Clearance D = Draft (m)
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Softness Coefficient (Cs)
The softness coefficient (Cs) allows for the energy absorbed by
elastic deformation of the ship hull or by its rubber belting. When a soft fender is used (defined as having a deflection, F of more than 150 mm) then Cs is ignored.
For F 150 mm For F > 150 mm
Cs ~ 0.90 Cs = 1.00
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Normal Berthing Energy (EN)
SIDE BERTHING
EN = 0.5 MD. (VB)2.CM.CE.CS.CC
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Normal Berthing Energy (EN)
DOLPHIN BERTHING
EN = 0.5 MD. (VB)2.CM.CE.CS.CC
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Normal Berthing Energy (EN)
END BERTHING
EN = 0.5 MD. (VB)2
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LOAD FACTORS
In Limit State Design, The load factors applied to fender reactions
under normal berthing are higher than those applied under abnormal berthing.
Fenders are generally designed to absorb the full abnormal
energy, and the reaction will be similar for both normal and abnormal impacts. In this instance, factored normal reactions often yield the worst design case.
It is important to check both the normal and abnormal cases to
determine which results in the highest structural loads, moments and stresses.
It is sometimes possible, depending on the fender and structure
type, to balance the normal and abnormal reactions of the fender. This will optimize the design of both fender and structure.
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ABNORMAL BERTHING ENERGY(EA)
Abnormal impacts may occur for many reasons engine failure, breakage of towing lines, sudden weather changes or human error. The following table summaries the safety factors according to PIANC11
Type of Berth Tankers and Bulk Cargo Container General Cargo Ro/Ro and Ferries Tugs, Workboats etc.
Vessel Largest Smallest Largest Smallest
Safety Factor 1.25 1.75 1.50 2.00 1.75 2.0 or higher 2.00
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Design of Fenders
Example It is required to design a fender system for a
grain ship with the following specifications; DWT = 100,000 tons & Mass displacement = 125,000 tons. LBP = 280 ms, B ship = 41ms, draft = 15.0 ms, approach velocity = 0.10 m/sec.
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Solution : Cm = 1 + (2x15/ 41) = 1.73 Ce = K2 / (K2 + R2) = (56)2 / ( 562 + 702 ) = 0.39 Cs = 1.0 for soft fenders Cc = 0.8 for solid quays. The absorbed energy EN EN= 0.5 x M x V2 x Cm x Ce x Cs x Cc EN = 0.5 x 125,000 x (0.10)2 x 1.73 x 0.39 x 1.0 x 0.8 = 337.35 K J = 34.39 ton . m.
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