PIANC Bulletin AIPCN n116, May 2004 mai 79

RECENT TECHNOLOGICAL
ADVANCES OF SHIP MOORING
ANALYSIS AND CONSTRUCTION
OF FLOATING STRUCTURES
IN JAPAN
Haruo YONEYAMA
Head, Offshore Structures Division, Geotechnical
and Structural Engineering Department
Port and Airport Research Institute
3-1-1, Nagase, Yokosuka, Kanagawa 239-0826,
Japan
Tel.: +81 46 844 5060; Fax: +81 46 844 0255
E-mail: yoneyama@pari.go.jp
Tetsuya HIRAISHI
Head, Wave Division, Marine Environment and
Engineering Department
Port and Airport Research Institute
3-1-1, Nagase, Yokosuka, Kanagawa 239-0826,
Japan
Tel.: +81 46 844 5042; Fax: +81 46 841 3888
E-mail: hiraishi@pari.go.jp
Shigeru UEDA
Professor, Department of Civil Engineering, Tottori
University
4-101, Koyamacho-Minami, Tottori 680-0946,
Japan
Tel.: +81 857 31 5286; Fax: +81 857 28 7899
E-mail: ueda@cv.tottori-u.ac.jp
Key words
Analysis, oating structure, moored ship, mooring, motions,
technological development
Mots-clefs
Analyse, structure ottante, bateau amarr, mouillage,
mouvements, dveloppement technologique
I. TECHNOLOGY ON SHIP MOORING
1. INTRODUCTION
The safe mooring of ships in ports during rough weather
conditions and the improvement of the port operation
rate considering ship motions, are two major technical
problems for port planning. Many ports in Japan face the
open seas. In such ports, long-period waves come inside
of breakwaters and cause large motions of moored ships,
such as low-frequency motions in a longitudinal direction
and/or sub-harmonic motions in a transverse direction.
These motions have a great inuence on the safety of ship
mooring and the port operation rate. Instances of mooring
problems have been reported throughout the world as well
as in Japan. For dealing with these problems, a numerical
simulation method to simulate ship motions is a useful
and effective tool. In the simulation, a moored ship is
subjected to both irregular waves and gusty wind with non-
linear load-deection characteristics of mooring system
consisting of ropes and fenders. In association with the
ship motions, the concept of allowable ship motions and
allowable wave heights is essential to calculate the port
operation rate as an index of harbour tranquility. Moreover,
the proposed countermeasures to improve harbour
tranquility are generally classied into three categories: the
construction of breakwaters and natural or articial beaches,
the improvement of mooring systems, and the advance
judgment of cargo handling. Brief description is then made
here on the instances of mooring problems, the application
of the numerical simulation method of moored ships, the
mooring method with ropes and fenders, the calculation of
harbour tranquility, and the countermeasures against low-
frequency ship motions.
2. PROBLEMS ON MOTIONS AND
MOORINGS OF SHIPS
Some instances of mooring problems of ships have been
reported around the world.
At the Port of Los Angeles, Vanoni (1950) described
that seiche occurred and caused mooring problems when
the period of the long-period waves coincided with the
natural period of the basin. The long-period waves were
generated in the oceans of the southern hemisphere and
were propagated to the coast of Los Angeles. The recorded
ship motions in the surge and sway directions were 3,2 m at
the maximum with the period of more than 250 s.
At the Port of Cape Town in the Duncan Basin, Wilson
(1965) reported that the ship motions caused the breaking
of mooring ropes and interrupted the cargo handling
operations. In the basin, the wave period became around
1 min even when the amplitude of the surface elevation
was 15 cm. The cause of the accidents was the long-period
waves entering the Duncan Basin and the secondary seiche
generated by the long-period waves.
At the Marcona Pier for 150.000 DWT ore carriers in Peru,
Kieth (1970) reported that fenders were damaged and
mooring ropes were broken during the long-period sway
motions of moored ships. Although the wave period was
PIANC Bulletin AIPCN n116, May 2004 mai 80
about 16 s in one example, the period of the sway motions
was in the range of 50 to 150 s. The long-period sway
motions are called sub-harmonic motions that are caused by
the asymmetry of the load-deection characteristics of the
mooring system.
Similar instances of mooring problems have been observed
at several ports recently in Japan.
At the port of Sendai facing the Pacic Ocean in the
northern part of the main island of Japan, Nagai (1994)
reported that 220.000 DWT crude oil tankers experienced
low-frequency surge motions resulting in the suspension of
cargo handling. The mooring problems were caused when
the period of wave groups became long and almost equal to
the natural period for surge motion.
At the port of Tomakomai facing the Pacic Ocean,
Kamiya (1995) observed that moored ships experienced
low-frequency large motions and that the mooring ropes
frequently broke when ocean waves were induced by
low atmospheric pressures such as typhoons. At eld
observations, the low-frequency surge motion of 8 m at the
maximum and the long-period waves exceeding 100 s were
observed on a 36.493 GRT ore carrier. Since the natural
period for surge motion in the mooring system consisting of
mooring ropes was almost 120 to 130 s, the low-frequency
surge motions were induced by the long-period wave
components.
At the port of Noshiro facing the Sea of Japan, Shiraishi
(1996) reported that low-frequency ship motions had caused
the breaking of mooring ropes several times at the ore
carrier berth for 60.000 to 90.000 DWT ships since 1993.
The causes of the low-frequency ship motions were claried
through numerical simulations, and the countermeasures to
reduce the low-frequency ship motions using the mooring
system were decided on.
3. ANALYTICAL METHOD OF
MOTIONS OF MOORED SHIP
The motions of a moored ship and the forces of mooring
ropes and fenders have traditionally been estimated using
a hydraulic model experiment. However, a numerical
simulation method has recently become a useful and
effective tool. The simulation method can compute the
motions and mooring forces of a moored ship subjected to
both waves and wind. It can also incorporate the irregularity
of the wave and wind loads, and the non-linear load-
deection characteristics of the mooring system such as
mooring ropes and fenders in the simulation process (Ueda
(1984)).
The motions and mooring forces of a moored ship can be
calculated by solving the equation of motions. Since the
moored ship has six components of motions, the equation
of motions of the moored ship becomes a second order
differential equation with six degrees of freedom. The
equation of motions employed in the numerical simulation
method is classied into two types: the retardation function
method (Cummins (1962)) and the constant coefcient
method (Ueda (1984)).
Fig. 1 : Flow Chart of Numerical Simulation Method
Fig. 1 shows the ow chart of the numerical simulation
method using the constant coefcient method in the Port
and Airport Research Institute. In the procedure of the
numerical simulation method, the computation conditions
shall be determined at rst. The hydrodynamic and wave
forces are calculated by the Strip Method (Takaishi (1977)).
The hydrodynamic forces are treated as the added masses
and the damping coefcients in the equation of motions.
The wave forces for irregular waves are calculated by
superpositioning the components of regular wave forces.
The wind forces acting on the ship are calculated by
use of Hughess experimental formula (Hughes (1930)).
Furthermore, the current forces and the wave drifting forces
can be incorporated in the numerical simulation method.
Generally, since the load-deection characteristics of
PIANC Bulletin AIPCN n116, May 2004 mai 81
fenders and mooring ropes are non-linear and some fenders
exhibit large hysteresis, the non-linearity is incorporated in
the numerical simulation method. The time series of the
ship motions and mooring forces can be obtained in the time
domain by numerically integrating the equation of motions
by using Wilson-q method.
4. MOORING METHOD: MOORING
ROPES AND FENDERS
Mooring ropes and fenders are generally used when ships
are moored to quay walls. The kinds and arrangement of
them have much effect on the ship motions and mooring
forces. Textile ropes such as nylon or polypropylene
and rubber fenders are ordinarily employed. Two types
of rubber fenders are mainly used: buckling type and
pneumatic type (Ueda (1984)). Fig. 2 shows the load-
deection characteristics of two types of rubber fenders. The
buckling type fenders exhibit stationary reaction part and
large hysteresis on unloading, whereas the pneumatic type
fenders exhibit hyperbolic load-deection characteristic and
small hysteresis.
When a ship is moored to a quay wall with mooring ropes
and buckling type fenders and the ship is subjected to
waves without wind, sub-harmonic motions in the sway
direction tend to occur (e.g. Lean (1971), Ueda (1984)).
The sub-harmonic motions mean the phenomenon that the
offshore sway motions become large and the period of the
sway motions become a few times of the wave period. The
strong asymmetry of the load-deection characteristics of
the mooring system causes the sub-harmonic motions. The
asymmetry of the mooring system becomes relatively weak
and the sub-harmonic motions decrease by replacing the
buckling type fenders with the pneumatic type fenders.
Fig. 2 : Load-Deection Characteristics of Fenders
On the other hand, the kinds of mooring ropes are quite
important for low-frequency ship motions in the surge
direction (Shiraishi (1998)). When a ship is moored with
textile ropes subjected to long-period waves of more
than 60 s, for instance, low-frequency ship motions are
induced. However, when the ship is moored with wire ropes
subjected to the same waves, low-frequency ship motions
do not occur. This means that when the natural period of
the mooring system almost corresponds to the period of
long-period waves, the low-frequency ship motions become
large. The use of wire ropes instead of textile ropes to
moor a ship is an effective countermeasure against low-
frequency ship motions. However, the mooring forces tend
to increase in the mooring system of wire ropes because of
the hard load-deection characteristics, and thus there is a
probability of the breaking of the wire ropes. Textile tail
ropes are needed at the end of the wire ropes to decrease the
mooring forces.
5. CALCULATION OF HARBOUR
TRANQUILITY
The port operation rate used as an index of harbour
tranquility is presently provided by wave heights in front
of the quay walls. However, it is reasonable to estimate the
port operation rate from possibility of cargo handling based
on the ship motions. This is attributed to the fact that the
wharf operation efciency at a berth greatly depends on the
motions of a moored ship subjected to waves and wind. The
cargo handling at a berth may occasionally be interrupted
and/or suspended if ship motions exceed the allowable ones.
The wharf operation efciency, then, should be dened
based on the allowable ship motions for cargo handling
in terms of the type and size of a ship and cargo handling
equipment.
The allowable ship motions were determined for each
component of ship motions. Ueda (1989) investigated
the instances of the interruption and suspension of cargo
handling due to the ship motions in the ports of Japan
and proposed the allowable ship motions for general
cargo ships, grain carriers, ore carriers and tankers. They
estimated the allowable ship motions through executing the
numerical simulations of moored ships, and evaluated and
revised the estimated values based on the opinions of cargo
handling operators. PIANC (1995) compiled the allowable
ship motions by referring to previous studies.
An alternative method for calculating the wharf operation
efciency was presented by Ueda (1989). Fig. 3 shows
the block chart for the calculation of the wharf operation
efciency. According to this method, the wharf operation
efciency based on the allowable ship motions might be
smaller than that based solely on the wave height in front
of a berth when a ship is exposed to long-period waves. The
PIANC Bulletin AIPCN n116, May 2004 mai 82
method becomes simple if the criteria such as the allowable
wave heights are dened in terms of wave periods and
directions for various types and sizes of ships. Accordingly,
Ueda (1994a) proposed the allowable wave heights for
cargo handling at berths based on the results of numerical
simulations of the ship motions. The proposed allowable
wave heights become small when wave periods become
long and the sizes of ships become small.
6. COUNTERMEASURES AGAINST LOW-
FREQUENCY SHIP MOTIONS
Low-frequency ship motions at ocean-facing ports are
mainly caused by long-period wave components existing
in ports. It is said that long-period water surface elevations
in ports are mainly produced by two phenomena: harbour
oscillations and long-period waves. As for the harbour
oscillations, large abnormal tidal oscillations with periods
of 10 to 60 min sometimes occur in some ports in Japan.
The port of Nagasaki is well known as a port where the
large harbour oscillations called Abiki occur. The harbour
oscillations are induced by the resonance of water inside a
port with long-period waves from the outer sea. Takayama
(1991) demonstrated by numerical simulations and eld
observations that seiche on a continental shelf induce the
remarkable harbour oscillations called Abiki. However,
the harbour oscillations are not necessarily the main cause
of the low-frequency ship motions because the periods
of the oscillations are much longer than the natural surge
periods of moored ships. On the other hand, as for the long-
period waves, recent research has revealed that the long-
period waves are composed of set-down waves bounded in
the grouping waves and the free long waves, and that the
long-period waves have wave periods of approximately 1 to
5 min. Since the natural surge periods of moored ships are
ordinarily about 1 to 3 min, the ship motions are harmonized
and amplied by the long-period waves. Hiraishi (1998)
proposed the standard and simplied frequency spectra
including the long and short period wave components to
reproduce the low-frequency ship motions in the numerical
simulation.
Several countermeasures to reduce the low-frequency ship
motions are proposed as follows (Hiraishi (1997), Shiraishi
(1998)):
1) To reduce the energy of long-period waves inside a port
by constructing breakwaters and natural or articial
beaches,
2) To prevent the resonance of ship motions with long-
period waves by improving the mooring system,
3) To predict wave conditions and ship motions from the
viewpoint of berth operation.
Fig. 3 : Block Chart for Calculation of Wharf Operation Efciency
PIANC Bulletin AIPCN n116, May 2004 mai 83
The energy of long-period waves inside a port is crucial
for the low-frequency ship motions. The composed wave
heights inside the port usually become twice larger than
those of incident long-period waves because the waves
are perfectly reected on vertical sea and quay walls.
Therefore, the wave heights may decrease in case that the
walls are replaced with natural or articial beaches. Hiraishi
(2003) used numerical simulations to show that mild sandy
beaches and a wave-absorbing double slit caisson wall are
applicable as the energy absorbers for long-period waves.
At the port of Noshiro, countermeasures to improve the
mooring system were employed at a 60.000 DWT bulk
carrier berth (Shiraishi (1998)). The countermeasures were
determined based on the results of the numerical simulations
of a moored ship for the original mooring system and some
substitutions. The mooring ropes were changed from nylon
ropes to super textile ropes with nylon tail ropes. The super
textile ropes have the same load-deection characteristics
as wire ropes. One new dolphin was also constructed with
mooring winches on it. Some of the buckling type fenders
were then replaced with pneumatic type fenders. After
modifying the mooring system, eld observations of the
moored ship were carried out for a 75.590 DWT bulk
carrier. The mooring conditions for the eld observations
are shown in Fig. 4. Moreover, the numerical simulations
of the moored ship were performed for the original mooring
system and for the modied mooring system under waves
and wind. The moored ship motions are shown in Fig. 5.
The sub-harmonic motions and the low-frequency motions
occur for the original mooring system, but the modied
mooring system effectively restrains those motions.
Through the countermeasures, the natural period of the
surge ship motions was changed from 150 to 80 s and the
low-frequency ship motions were reduced to about half of
the motions for the original mooring system.
Fig. 4 : Mooring Conditions for the Field Observations
Aside from this, Yoneyama (2003) carried out fundamental
model experiments of a reduction system for low-frequency
ship motions. The system effectively reduces the low-
frequency ship motions by automatically changing the
natural period of the mooring system with computer-
controlled hybrid mooring winches.
As for the prediction of the wave conditions and ship
motions, a real-time predicting system was developed for
predicting wave conditions and motions of moored ships in
ports (Ueda (1994b)). The system assists the harbour and
berth administrators in judging whether mooring or cargo
handling is possible or not for ships scheduled to enter the
port. The system was actually installed and demonstrated
at a crude oil tanker berth belonging to an oil rening
company.
(a) Observation Results (Modied Mooring System)
(b) Calculation Results (Modied Mooring System)
(c) Calculation Results (Original Mooring System)
Fig. 5 : Observation and Calculation Results
7. FUTURE OUTLOOK
To improve the speed and efciency of cargo handling is
a critical issue in port planning, design and construction
at present. In particular, research activities on the
countermeasures against long-period waves have been
selectively carried out in recent years. As one of the
outcomes of the research activities, a technical manual on
the countermeasures against long-period waves is going to
be complied and published.
PIANC Bulletin AIPCN n116, May 2004 mai 84
II. TECHNOLOGY ON FLOATING
STRUCTURES
1. INTRODUCTION
Recently in Japan, development of coastal zones has been
actively promoted to create comfortable, favorable and
attractive port and harbor areas. To this end, facilities such
as residences, shopping centers, restaurants, convention
and exhibition halls, museums, amusement parks, athletic
elds and shing parks have been organically located and
constructed. Some facilities among them involve oating
structures. Floating structures are suited to deepwater areas
where waves and wind are not so remarkable. The oating
structures must be safely moored even during windstorms
such as typhoons. In addition, the motions of the oating
structures in operation must be less than the allowable
motions to secure the safety and amenity of customers. Brief
description is made here on the technological development
of oating structures in Japan, the mooring technology
using dolphins with rubber fenders, the major examples of
oating structures, and the construction of oating disaster
prevention bases.
2. TECHNOLOGICAL DEVELOPMENT
OF FLOATING STRUCTURES
The oating structures have been mostly constructed in
bays, lakes or the sea areas that are well sheltered by islands
and peninsulas. Since waves and wind acting on the oating
structures are not so strong in such sites even in typhoon
seasons, the motions of them are not so large and they
can be easily moored there. On the other hand, when the
oating structures are located at places facing the open seas,
the design of mooring facilities is crucial for the safety of
the customers and the oating structures themselves. Some
of the oating structures have been constructed in such
open seas together with the breakwaters and/or appropriate
mooring facilities such as dolphin with fender systems.
Major oating structures constructed up to now are tabulated
in Table 1. Several of the oating structures in the table are
former passenger and freight ships such as the Hikawa Maru,
the Scandinavia Maru, the Oriana, the Soya and the Fuji of
the Antarctic observation ships, the Hakkoda Maru and the
Masyu Maru of the Seikan ferryboats. In addition, newly
constructed oating structures such as the Floating Island,
the Floating Pier, the Aquapolis, the Pukarisanbashi Pier,
the Oil Storage Bases, and the Floating Disaster Prevention
Bases are also listed in the table. The oating structures
shall be generally moored at the same sites for a long term.
Since the ships naturally have no special mooring facilities
to survive in severe windstorms, the mooring facilities for
them must be carefully designed.
For designing the oating structures, much attention shall
thus be paid to the examination of the safety of mooring
facilities. The procedure of the examination is specied by
Ueda (1991) in the following manner.
No Name Open Purpose Location Properties Moorings
1 Hikawa Maru 1961 Restaurant, Exhibition Yokohama 12,000GT, 163m Chains
2 Scandinavia Maru 1970 Hotel Numazu 5,105GT, 127m Chains
3 Aquapolis (removed) 1975 Exhibition Okinawa 104 x 100 x 32m Chains
4 Soya 1979 Museum Tokyo 2,734GT, 83m Dolphins
5 Fuji 1985 Museum Nagoya 5,250GT, 100m Dolphins
6 Oriana (removed) 1987 Restaurant, Exhibition Beppu 41,920GT, 245m Dolphins
7 Floating Island 1989 Aquarium, Exhibition Onomichi 130 x 40 x 5m Chains
8 Hakkoda Maru 1990 Restaurant, Exhibition Aomori 132 x 17.9 x 4.4m Pier
9 Kamigoto Oil Storage Base 1990 Oil Storage Base Nagasaki 390 x 97 x 27.6m Dolphins
10 Masyu Maru 1991 Restaurant, Exhibition Hakodate 132 x 17.9 x 7.2m Dolphins, Pier
11 Pukarisanbashi Pier 1991 Passenger Terminal Yokohama 24 x 24 x 3.2m Dolphins
12 Floating Pier 1993 Ferry Terminal Hiroshima 150 x 30 x 4m Dolphins
13 Shirashima Oil Storage Base 1996 Oil Storage Base Kitakyusyu 397 x 82 x 25.4m Dolphins
14 Floating Disaster Prevention Base 2000 Disaster Prevention Base Yokohama 80 x 25 x 4m Dolphins, Chains
15 Floating Disaster Prevention Base 2000 Disaster Prevention Base Osaka 80 x 40 x 4m Dolphins
16 Floating Disaster Prevention Base 2000 Disaster Prevention Base Nagoya 40 x 40/20 x 3.8m Dolphins
Table 1 : Major Floating Structures
PIANC Bulletin AIPCN n116, May 2004 mai 85
1) Estimation of the wind speed for the required return
period
2) Estimation of the wave condition at the location from the
deepwater wave condition for the required return period
3) Calculation of the wind forces, wave forces and
hydrodynamic forces acting on the oating structure
4) Determination of the load-deection characteristics of
the mooring facilities
5) Calculation of the motions of the oating structure and
the mooring forces
6) Design of the mooring facilities to meet the safety
requirement
7) Detail design of the oating structures
In the design of oating structures, the motions of
the oating structures and the forces of the mooring
facilities should be fully examined by hydraulic model
experiments and/or numerical simulations. The design
conditions such as irregular waves, gusty wind, tidal
level, properties of mooring facilities, and so on must
be considered in performing the experiments or the
numerical simulations.
3. MOORING TECHNOLOGY USING
DOLPHINS WITH RUBBER FENDERS
The type of mooring facilities shall be selected in
consideration of such items as the size of oating
structures, water depth, soil condition of the seabed, and
so on. Generally, chain systems and wire systems may be
employed in relatively deep sea areas, and dolphin with
fender systems, piers and intermediate buoy or sinker
systems may be employed in relatively shallow water areas.
Anchors and sinkers are used in the chain systems and the
wire systems. Piles, jackets, rubber fenders, mooring ropes,
and wires are used for the dolphins and the piers. As for the
chain systems and the wire systems, chains and wires tend
to hinder navigation and mooring of ships. The dolphins and
the piers are acceptable in this regard. As shown in Table 1,
most oating structures in Japan are moored to the dolphins
with or without the chains and the mooring ropes. The
dolphins with fender systems are discriminative mooring
facilities in shallow seas in Japan that are different from
deep seas such as the North Sea. The development of rubber
fenders with high and reliable performance enabled their
applications to the large oating structures. Since rubber
fenders and mooring ropes have non-linear load-deection
characteristics, the properties of mooring facilities should
be determined considering stationary forces and variable
forces acting on the oating structures.
4. MAJOR EXAMPLES OF FLOATING
STRUCTURES
4.1 The Oriana
The Oriana shown in Pic. 1 used to be a deluxe passenger
ship on the British-American and British-Australian Lines.
The Oriana had been moored in the basin south of the 1st pier
of the Port of Beppu since 1987 (Ueda (1991)). However,
it has already been removed. The mooring facilities consist
of dolphins and rubber fenders. The return period of 50
years was determined from the lifetime of the facility of 20
years. The design 10-min mean wind speed was estimated
at 33,9m/s, and the design signicant wave height and
period of 3,3 m and 7,0 s at the maximum were determined,
respectively. The rubber fenders are buckling type, and
the size of the biggest ones is 3,0 m and two of them are
installed in series. For designing the dolphins, stability for
sliding, over turning, revolution and bearing capacity are
examined. In the design, the numerical simulations were
carried out considering the wave and wind conditions, and
the non-linear load-deection characteristics of the fenders.
Pic. 1 : Oriana
4.2 The Kamigoto and Shirashima Offshore
Oil Storage Bases
The Kamigoto and Shirashima Offshore Oil Storage Bases
are the only two oating structures for oil stockpiling in the
world (Ikegami (1994), Ito (1994)).
The Kamigoto Oil Storage Base shown in Pic. 2 is the rst
oating type oil storage base completed at the Kamigoto
District in 1990. The site is calm due to the sheltering effect
by islands and articial banks. The base consists of ve
huge storage barges having a maximum capacity of 880 km
each moored with large dolphins and rubber fenders. Three
dolphins (two mooring dolphins and a loading/mooring
dolphin) are installed around the barge. The rubber fenders
are buckling type and 3,0m in both height and diameter.
PIANC Bulletin AIPCN n116, May 2004 mai 86
Model experiments and numerical simulations were carried
out under the design environmental conditions of the 100-
year return period for designing the mooring facilities.
The design 10-min mean wind speed was estimated at
51,0m/s, and the design signicant wave height and period
of 5,5m and 10,0 s were determined, respectively. The eld
measurements of the mooring facilities were performed
before the full operation, and the safety of them was
conrmed.
Pic. 2 : Kamigoto Offshore Oil Storage Base
On the other hand, the Shirashima Oil Storage Base shown
in Pic. 3 was completed at Shirashima Island in 1996. The
mooring basin is calm because it is surrounded by four
breakwaters. The base consists of eight huge storage barges
having a maximum capacity of 700km each moored with
large dolphins and rubber fenders. Four mooring dolphins
are allocated to hold the position of the barge. Four out of the
total 18 dolphins are loading/mooring dolphins. The rubber
fenders are hollow cylinder shape of buckling type and
2,5m high. The return period for the design was set at 100
years, and the design signicant wave height and period of
3,0 m and 11,0 s were considered, respectively. Numerical
simulations were carried out to calculate the reaction
forces of the fenders on the dolphins. On completion of the
mooring of the No.2 barge, a verication test was conducted
on the No.1 barge over a period of one year, and the design
conditions were validated.
Pic. 3 : Shirashima Offshore Oil Storage Base
4.3 The Yumemai Bridge
The Yumemai Bridge shown in Pic. 4 was constructed
to connect Yumeshima and Maishima reclaimed islands
across the North Waterway in the Port of Osaka (Maruyama
(2002)). The bridge is a movable oating arch bridge
standing on two oating pontoons, and can swing around
the pivot axis with the assistance of tugboats. It has a total
length of 940 m with a oating part length of 410 m and
width of 38,8 m for six trafc lanes. This swing type oating
bridge was selected following a feasibility study conducted
from the technological and economical points of view.
The bridge is horizontally supported by a mooring system
consisting of dolphins, movable reaction walls and rubber
fenders. The rubber fenders are the same buckling type cell
fenders with a large hysteresis load-deection characteristic
as the Kamigoto and Shirashima Offshore Oil Storage
Bases. The design 10-min mean wind speed was 42,0m/s,
and the design signicant wave height and period of 1,4 m
and 7,7 s at the maximum were used, respectively. Many
model experiments were carried out to assure the safety and
easy driving of the bridge.
Pic. 4 : Yumemai Bridge
PIANC Bulletin AIPCN n116, May 2004 mai 87
5. CONSTRUCTION OF FLOATING
DISASTER PREVENTION BASES
The lessons of the Hyogoken-Nanbu earthquake disaster
revealed that marine transportation and ports played an
extremely important role in delivering cargo and personnel
to the devastated region during assistance and restoration
activities. This is attributed to the fact that oating structures
including ships have the advantages of earthquake resistance
and mobility. Therefore, the oating structures can be
utilized as convenient and functional disaster prevention
facilities. The oating disaster prevention bases were then
provided in three bays: Tokyo Bay, Osaka Bay, and Ise
Bay (Kozawa (2000)). The bases have four distinguishing
features: 1) mooring facilities for a 1.000 DWT class cargo
ship, 2) a heliport, 3) interior storage spaces for cargo, and
4) a track crane space for cargo handling. Different oating
body structures were selected for the three bays considering
technology development elements in the future ocean
development and harbour applications. A steel structure,
a prestressed concrete hybrid structure, and a reinforced
concrete hybrid structure are chosen for Tokyo Bay, Osaka
Bay, and Ise Bay, respectively, according to the installation
and utilization conditions at each location. The constructed
bases are movable type and can be easily attached to and
detached from the mooring basins. The bases are used as
oating piers at normal times, but if a disaster occurs in
a region near a base, it will be towed there by tugboats
to be used to transport cargo and personnel. The mooring
methods used at normal times are mainly dolphins because
of the shallow water areas. Moreover, the mooring methods
to be used at the disaster locations are the anchor chain
systems. The target locations of the bases are within the
bays where they are positioned. The normal maximum
towing limit conditions are the signicant wave height of
1,5m, the signicant wave period of 5,0 s, and the wind
velocity of 16m/s.
Table 2 shows the specications of the oating disaster
prevention bases. Pic. 5 shows the oating disaster
prevention base in Ise Bay. The base consists of two
oating sections: Float-A and Float-B. The functions and
characteristics of the bases are described as follows.
1) Tokyo Bay
a) The double decks of both sides of the oating structure
can be used to moor large and small ships.
b) A forklift can be used for cargo handling inside the
oating structure.
c) 1.000m of water can be stored for human use.
2) Osaka Bay
a) A space of 35 m by 40 m is available for a large
helicopter, and cargo can be handled on both sides of
the oating structure.
b) A roof can be set up at normal times, and the roof can
be removed in an emergency.
c) The mooring method consisting of wires and rubber
fenders is employed to reduce the motions.
3) Ise Bay
a) Float-A and Float-B can be used separately.
b) An integral oating structure can be congured by
connecting two oating sections.
c) A quay wall with a length of 80 m can be provided by
connecting two oating sections in a different way.
Specications Tokyo Bay Osaka Bay Ise Bay
Structural
Type
Steel
Structure
PC Hybrid
Structure
RC Hybrid Structure
Float-A Float-B
Length (m) 80.0 80.0 40.0 40.0
Width (m) 25.0 40.0 40.0 20.0
Depth (m) 4.0 4.0 3.8 3.8
Area (m2) 2,000 3,200 1,600 800
Storage
Space (m3)
2,080 2,300 1,009 686
Tugboat
Horsepower
3,500 13,000 10,000 5,000
Mooring
Method
Dolphins,
Chains
Dolphins Dolphins
Table 2: Specications of Three Disaster Prevention Bases
Pic. 5 : Floating Disaster Prevention Base in Ise Bay
6. FUTURE OUTLOOK
Floating structures will continue to be constructed in line
with the active development of coastal zones. Among the
oating structures, the research activities to develop oating
container terminals by use of very large oating structures
have been executed in recent years (Shiraishi (2003)). A
technical report for the planning and designing of oating
container terminals is going to be compiled and published.
PIANC Bulletin AIPCN n116, May 2004 mai 88
7. REFERENCES
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and Ship Motions", Schiffstechnik, Bd.9, Heft 47, pp.101-
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HIRAISHI, T., SHIRAISHI, S., NAGAI, T., YOKOTA, H.,
MATSUBUCHI, S., FUJISAKU, H., SHIMIZU, K., 1997:
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Long Period Waves and Those Countermeasure", Technical
Note of the Port and Harbour Research Institute, Ministry of
Transport, Japan, No.873, (in Japanese).
HIRAISHI, T., 1998: "Observed Frequency Spectrum of
Long Period Waves", Proc. ISOPE-1998, ISOPE, Montreal,
Vol.III, pp.77-83.
HIRAISHI, T., HIRAYAMA, K., KUNISU, H., NAGASE,
K., 2003: "Increase of Harbor Operation Rate by Long
Period Wave Absorber", Proc. Long Waves Symposium,
IAHR, Greece, pp.91-100.
HUGHES, G., 1930: "Model Experiments on the Wind
Resistance of Ships", TINA, Vol.LXXII.
IKEGAMI, K., SHUKU, M., 1994: "Design and Field
Measurement of Mooring System for the Worlds First
Floating Type Oil Storage System in Kami-Gotoh, Japan",
Proc. International Workshop on Floating Structures in
Coastal Zone, Port and Harbour Research Institute, Ministry
of Transport, Japan, pp.324-335.
ITO, T., CHIBA, H., KATO, E., 1994: "Main Offshore
Structures of Shirashima Floating Oil Storage Terminal",
Proc. International Workshop on Floating Structures in
Coastal Zone, Port and Harbour Research Institute, Ministry
of Transport, Japan, pp.103-120.
KAMIYA, M., ATSUMI, Y., SUGANUMA, H.,
KOIZUMI, N., 1995: "Field Observation on Ship
Oscillation Phenomenon in Tomakomai East Port", Proc.
Civil Engineering in the Ocean, JSCE, Vol.11, pp.339-344,
(in Japanese).
KIETH, J.M., MURPHY, E.J., 1970: "Harbour Study for
San Nicholas Bay, Peru", Proc. ASCE, WW2, pp.251-273.
KOZAWA, T., MIYACHI, Y., KOIZUMI, T., WADA, K.,
MATSUSHITA, Y., 2000: "Provision of Floating Disaster
Prevention Basis", Proc. Techno-Ocean 2000 International
Symposium, Techno-Ocean Network, Kobe, pp.623-628.
LEAN, G.H., 1971: "Subharmonic Motions of Moored
Ships Subjected to Wave Action", Transaction of Royal
Institute of Naval Architects, London, No.113, pp.387-399.
MARUYAMA, T., KITAMURA, M., TANAKA, H., 2002:
"Design & Construction of Yumemai Floating Swing Bridge
in Osaka", PIANC Bulletin, PIANC, No.109, pp.55-66.
NAGAI, T., HASHIMOTO, N., ASAI, T., TOBIKI, I., ITO,
K., TOUE, T., KOBAYASHI, A., SHIBATA, T., 1994:
"Relationship of a Moored Vessel in a Harbour and a Long
Wave Caused by Wave Groups", Proc. 24th ICCE, ASCE,
Kobe, Vol.1, pp.847-860.
PIANC, 1995: "Criteria for Movements of Moored Ships in
Harbours -A Practical Guide-", Report of Working Group
No.24 of the Permanent Technical Committee II, PIANC.
SHIRAISHI, S., KUBO, M., UEDA, S., SAKAKIBARA, S.,
1996: "A Countermeasure by Mooring System for Moored
Ship Motion under Long Period Waves", Proc. International
Symposium on Coastal Ocean Space Utilization, Buenos
Aires, pp.207-216.
SHIRAISHI, S., 1998: "Low-Frequency Ship Motions Due
to Long-Period Waves in Harbors, and Modications to
Mooring Systems That Inhibit Such Motions", Report of the
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Japan, Vol.37, No.4, pp.37-78.
SHIRAISHI, S., YAMAYA, H., YONEYAMA, H.,
NAGATOMI, N., INOUE, K., 2003: "Review of Research
Activities to Develop Floating Container Terminal in
Japan", Proc. International Symposium on Ocean Space
Utilization Technology, Ministry of Land, Infrastructure
and Transport, Tokyo, pp.425-434.
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Keeping, SNAJ, pp.109-133, (in Japanese).
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Congress, IAHR, Madrid, pp.193-200.
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at Quay Walls and Their Effects to Wharf Operation
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PIANC Bulletin AIPCN n116, May 2004 mai 90
There are two major technical problems for port planning
concerning ship moorings. One is the safe ship mooring in
ports during rough weather conditions and the other one
is the improvement of the port operation rate relating to
ship motions. In the ocean-facing ports, the low-frequency
motions and sub-harmonic motions of moored ships, which
are caused by long-period waves, have a great inuence
on the safe ship mooring and the port operation rate. This
paper therefore discusses the technical problems related to
motions and the moorings of ships, and the countermeasure
technology against them.
On the other hand, many oating structures have recently
been located and constructed in the coastal zone of Japan.
The oating structures must be safely moored even under
severe environmental conditions such as typhoons. Their
motions must be limited to secure the safety and amenity
of customers in operation. In this context, this paper
also discusses technological developments and major
examples of the oating structures such as the oating oil
storage bases, the oating bridge and the oating disaster
prevention bases.
SUMMARY
RSUM
Lors de la conception d'un port se posent deux difcults
principales. La premire est dassurer un mouillage
des bateaux en toute scurit, mme lors de conditions
mtorologiques difciles. La seconde est daugmenter le
taux dactivit et la cadence des mouvements de bateaux.
Dans les ports ouverts sur locan, les mouvements sous-
harmoniques et basse frquence des bateaux amarrs,
causs par des ondes de grande priode, ont une grande
inuence sur la scurit des bateaux et sur le taux dactivit
du port. Cet article traite ainsi des problmes techniques
rencontrs par les mouvements et les amarrages des
bateaux, ainsi que des solutions technologiques qui peuvent
y remdier.
Dautre part, de nombreuses structures ottantes ont
rcemment t construites dans les zones ctires au Japon.
Ces structures doivent elles-aussi tre solidement amarres
en prvision de conditions naturelles extrmes, comme
les typhons par exemple. Leurs mouvements doivent
tre limits an de garantir le confort et la scurit des
utilisateurs. Dans ce contexte, cet article voque galement
les derniers dveloppements technologiques en la matire
ainsi que les principaux exemples de structures ottantes,
comme les bases de stockage de ptrole, les ponts ottants
ou les bases de prvention des catastrophes.
ZUSAMMENFASSUNG
Hinsichtlich des Festmachens von Schiffen gibt es
zwei groe technische Probleme bei der Hafenplanung.
Eines betrifft das Festmachen in Hfen unter schlechten
Wetterbedingungen, das andere betrifft die Verbesserung
des Ladedurchsatzes bei Schiffsbewegungen. In Hfen
mit seeseitiger Einfahrt haben niedrigfrequente und sub-
harmonische Bewegungen angelegter Schiffe, verursacht
durch lang-periodische Wellen, einen groen Einuss auf
ein sicheres Festmachen und auf die Umschlagsrate des
Hafens. In diesem Artikel werden die technischen Probleme
bzgl. Bewegung und Festmachen von Schiffen diskutiert
und Gegenmanahmen erlutert.
Auf der anderen Seite wurden an der japanischen Kste
in jngster Zeit viele schwimmende Vorrichtungen
gebaut. Diese mssen sicher verankert sein, selbst bei
widrigen Umweltbedingungen, wie z. B. Taifunen. Ihre
Bewegungsfhigkeit muss begrenzt werden, um Sicherheit
und Annehmlichkeit der Kunden sicherzustellen. In diesem
Zusammenhang werden in diesem Artikel technische
Entwicklungen diskutiert und wichtige Beispiele fr
schwimmende Vorrichtungen vorgestellt, wie z. B.
schwimmende llagertanks, schwimmende Brcken und
schwimmende Katastrophenschutz-Vorrichtungen.