External Forces Generated by Vessels 2.2.

1 General The external forces acting on the mooring facilities when a vessel is berthing o r moored shall be determined using an appropriate method, considering the dimensions of the target vessel, the berthing method and the berthing velocity, the structure of the mooring facilities, the m ooring method and the properties of the mooring system, along with the influence of things like the wi nds, waves and tidal currents. [Commentary] (1) The following loads acting on mooring facilities should be considered when a vessel is berthing or moored: a) Loads caused by berthing of a vessel b) Loads caused by motions of a moored vessel When designing mooring facilities, the berthing force must be considered first. Then the impact forces and tractive forces on the mooring facilities due to the motions of the moored vesse l, which are caused by the wave force, wind force and current force, should be considered. In particular, for th e cases of the mooring facilities in the ports and harbors that face out onto the open sea with long-period waves exp ected to come in, of those installed in the open sea or harbor entrances such as offshore terminals, and of those in the harbors where vessels seek refuge during storms, the influence of the wave force acting on a vessel is large and so due consideration must be given to the wave force. (2) As a general rule, the berthing forces acting on the mooring facilities shou ld be calculated based on the berthing energy of the vessel and using the load-deflection characteristics of the fender s. (3) As a general rule, the tractive forces and impact forces generated by the mo tions of a moored vessel should be obtained by carrying out a numerical simulation of vessel motions taking into ac count the wave force acting on the vessel, the wind force, the current force, and the load-deflection character istics of the mooring system. 2.2.2 Berthing [1] Berthing Energy (Notification Article 22, Clause 1) It shall be standard to calculate the external force generated by berthing of a vessel with the following equation: (2.2.1) In this equation, , , V, , , , and represent the following: : berthing energy of vessel (kJ = kN m) : mass of vessel (t) V: berthing velocity of vessel (m/s) : eccentricity factor : virtual mass factor : softness factor (standard value is 1.0) : berth configuration factor (standard value is 1.0) [Commentary] In addition to the kinetic energy method mentioned above, there are also other m ethods of estimating the berthing energy of a vessel: for example, statistical methods, methods using hydraulic mo del experiments, and methods using fluid dynamics models 3). However, with these alternative methods, the data nece ssary for design are insufficient and

the values of the various constants used in the calculations may not be sufficie ntly well known. Thus, the kinetic energy method is generally used. [Technical Notes] (1) If it is assumed that a berthing vessel moves only in the abeam direction, t hen the kinetic energy is equal to . However, when a vessel is berthing at a dolphin, a quaywall, or a berthing bea m equipped with fenders, the energy absorbed by the fenders (i.e., the berthing energy of the ve ssel) will become considering the various influencing factors, where . (2) The vessel mass is taken to be the displacement tonnage (DT) of the target v essel. In the case that the target vessel cannot be identified, equation (2.2.2) 1) may be used to give the relatio nship between the deadweight tonnage (DWT) or the gross tonnage (GT) and the displacement tonnage (DT).