Professional Documents
Culture Documents
PREFACE
Preface
This book is a translation of the major portion of the Technical Standards and Commentaries of Port
and Harbour Facilities in Japan (1999 edition) published by the Japan Port and Harbour Association,
stipulated by the Ordinance of the Minister of Transport, which was issued in April 1999. The translation
covers about two thirds of the Japanese edition.
Japanese islands have a long extension of coastline, measuring about 34,000 km, for the total land area
of some 380,000 square kilometers. Throughout her history, Japan has depended on the ports and harbors
on daily living and prosperity of people there. Japan did not develop extensive inland canal systems as
found in the European Continent because of its mountainous geography, but rather produced many harbors
and havens along its coastline in the past. Today, the number of officially designated commercial ports and
harbors amounts to about 1,100 and the number of fishing ports exceeds 3,000.
After 220 years of isolation from the world civilization from the 17th to 19th centuries, Japan began to
modernize its society and civilization rapidly after the Meiji revolution in 1868. Modern technology of port
and harbor engineering has been introduced by distinguished engineers from abroad and learned by many
ambitious and capable young engineers in Japan. Ports of Yokohama, Kobe, and others began to
accommodate large ocean-going vessels in the late 19th century as the Japanese economy had shown a
rapid growth.
Japanese engineers had drafted an engineering manual on design and construction of port and harbor
facilities as early as in 1943. The manual was revised in 1959 with inclusion of new technology such as
those of coastal engineering and geotechnical engineering, which were developed during the Second
World War or just before it. The Japanese economy that was utterly destroyed by the war had begun to
rebuild itself rapidly after the 1950s. There were so many demands for the expansion of port and harbor
facilities throughout Japan. Engineers were urged to design and construct facilities after facilities. Japan
has built the breakwaters and the quays with the rate of about 20,000 meters each per year throughout the
1960s, 1970s, and 1980s.
Such a feat of port development was made possible with provision of sound engineering manuals. The
Ministry of Land, Infrastructure and Transport (formerly the Ministry of Transport up to January 2001)
which was responsible for port development and operation, revised the basic law on ports and harbors in
1974 so as to take responsibility for provision of technical standards for design, construction, and
maintenance of port and harbor facilities. The first official technical standards and commentaries for port
and harbor facilities were issued in 1979, and published by the Japan Port and Harbour Association for
general use. The technical standards were prepared by a technical committee composed of government
engineers within the former Ministry of Transport, including members of the Port and Harbour Research
Institute and several District Port Construction Bureaus that were responsible for design and construction
in the field. Its English version was published by the Overseas Coastal Area Development Institute in
1980, but it introduced only the skeleton of the Japanese version without giving the details.
The Technical Standards and Commentaries for Port and Harbor Facilities in Japan have been revised
in 1988 and 1999, each time incorporating new technological developments. The present English
translation endeavors to introduce the newest edition of 1999 to the port and harbor engineers overseas. It
is a direct translation of essential parts of Japanese edition. Many phrases and expressions reflect the
customary, regulatory writings in Japanese, which are often awkward in English. Some sentences after
translation may not be fluent enough and give troubles for decipher. The editors in charge of translation
request the readers for patience and generosity in their efforts for understanding Japanese technology in
port and harbor engineering.
With the globalization in every aspect of human activities, indigenous practices and customs are forced
to comply with the world standards. Technology by definition is supposed to be universal. Nevertheless,
each country has developed its own specialty to suit its local conditions. The overseas readers may find
some of Japanese technical standards strange and difficult for adoption for their usage. Such conflicts in
technology are the starting points for mutual understanding and further developments in the future. The
editors wish wholeheartedly this English version of Japanese technical standards be welcomed by the
overseas colleagues and serve for the advancement of port and harbor technology in the world.
January 2002
Y. Goda, T. Tabata and S. Yamamoto
Editors for translation version
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
-ii-
CONTENTS
CONTENTS
Preface
Part I General
Chapter 1 General Rules .................................................................................................................................................1
1.1
1.2
1.3
2.2.3
2.2.4
General .....................................................................................................................................16
Berthing.....................................................................................................................................16
[1] Berthing Energy..................................................................................................................16
[2] Berthing Velocity ................................................................................................................17
[3] Eccentricity Factor..............................................................................................................20
[4] Virtual Mass Factor ............................................................................................................21
Moored Vessels .......................................................................................................................22
[1] Motions of Moored Vessel..................................................................................................22
[2] Waves Acting on Vessel.....................................................................................................22
[3] Wind Load Acting on Vessel ..............................................................................................23
[4] Current Forces Acting on Vessel........................................................................................24
[5] Load-Deflection Characteristics of Mooring System ..........................................................25
Tractive Force Acting on Mooring Post and Bollard..................................................................25
General..................................................................................................................................................28
Wind .......................................................................................................................................................29
Wind Pressure......................................................................................................................................30
General..................................................................................................................................................32
4.1.1
4.1.2
4.1.3
4.2
4.3
4.4
4.5
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
4.6
4.7
4.8
4.9
4.10
5.3
5.4
5.5
Chapter 8 External Forces Acting on Floating Body and Its Motions ........................................................... 142
8.1
8.2
8.3
CONTENTS
11.2
11.3
11.4
11.5
11.6
Principles.................................................................................................................................167
Selection of Soil Investigation Methods ..................................................................................168
Standard Penetration Test ......................................................................................................168
Physical Properties of Soils .............................................................................................................168
11.2.1 Unit Weight of Soil...................................................................................................................168
11.2.2 Classification of Soils ..............................................................................................................169
11.2.3 Coefficient of Permeability of Soil ...........................................................................................169
Mechanical Properties of Soils ........................................................................................................170
11.3.1 Elastic Constants ....................................................................................................................170
11.3.2 Consolidation Properties .........................................................................................................170
11.3.3 Shear Properties .....................................................................................................................173
Angle of Internal Friction by N-value ..............................................................................................175
Application of Soundings Other Than SPT....................................................................................176
Dynamic Properties of Soils .............................................................................................................178
11.6.1 Dynamic Modulus of Deformation ...........................................................................................178
11.6.2 Dynamic Strength Properties ..................................................................................................180
General................................................................................................................................................182
Earthquake Resistance of Port and Harbor Facilities in Design ................................................182
Seismic Coefficient Method .............................................................................................................184
Design Seismic Coefficient ..............................................................................................................184
Seismic Response Analysis .............................................................................................................190
Seismic Deformation Method ..........................................................................................................192
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
1.2
2.4
4.3
4.4
6.2
6.3
6.4
6.5
CONTENTS
7.4
General ...................................................................................................................................237
Properties of Grouting Materials .............................................................................................237
General................................................................................................................................................238
Slag ......................................................................................................................................................238
Coal Ash..............................................................................................................................................239
Crashed Concrete .............................................................................................................................240
General................................................................................................................................................241
Determination of Dimensions ..........................................................................................................242
Floating Stability ................................................................................................................................242
Design External Forces ....................................................................................................................243
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
1.5
1.6
General................................................................................................................................................256
Determination of Dimensions ..........................................................................................................256
Loads Acting on Members ...............................................................................................................257
2.3.1
2.3.2
2.3.3
2.4
2.5
General ...................................................................................................................................257
Earth Pressure ........................................................................................................................258
Converted Loads for Design Calculation.................................................................................258
Design of Members ...........................................................................................................................259
2.4.1
Front Wall................................................................................................................................259
2.4.2
Footing ....................................................................................................................................259
2.4.3
Bottom Slab.............................................................................................................................259
2.4.4
Buttress ...................................................................................................................................260
Design of Hooks for Suspension by Crane ...................................................................................260
General................................................................................................................................................261
Determination of Dimensions ..........................................................................................................261
3.2.1
3.2.2
3.3
3.4
General................................................................................................................................................267
External Forces Acting on Members ..............................................................................................267
Design of Members ...........................................................................................................................269
General................................................................................................................................................270
Determination of Dimensions ..........................................................................................................270
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
5.3
5.4
5.5
Part V Foundations
Chapter 1 General ......................................................................................................................................................... 273
Chapter 2 Bearing Capacity of Shallow Foundations ........................................................................................ 274
2.1
2.2
2.3
2.4
2.5
4.2
4.3
4.4
4.5
CONTENTS
5.3
5.4
5.5
General................................................................................................................................................314
Stability Analysis ................................................................................................................................315
6.2.1
6.2.2
General................................................................................................................................................318
Replacement Method ........................................................................................................................318
Vertical Drain Method .......................................................................................................................318
7.3.1
7.3.2
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
4.3
4.4
4.5
2.6
2.7
2.8
CONTENTS
2.8.4
Breakwaters for Timber Storage Ponds and Timber Sorting Ponds .......................................372
Fences to Prevent Timber Drifting ..........................................................................................373
2.11 Storm Surge Protection Breakwater ...............................................................................................373
2.12 Tsunami Protection Breakwater ......................................................................................................373
3.3
General ...................................................................................................................................377
Upright Wave-Absorbing Block Breakwater ............................................................................378
[1] General.............................................................................................................................378
[2] Crest Elevation .................................................................................................................378
[3] Wave Force ......................................................................................................................379
3.2.3
Wave-Absorbing Caisson Breakwater ....................................................................................379
[1] General.............................................................................................................................379
[2] Determination of Target Waves to Be Absorbed..............................................................380
[3] Determination of Dimensions for Wave-Absorbing Section .............................................380
[4] Wave Force for Examination of Structural Stability ..........................................................380
[5] Wave Force for Design of Structural Members ................................................................380
3.2.4
Sloping-Top Caisson Breakwater............................................................................................380
[1] General.............................................................................................................................380
[2] Wave Force ......................................................................................................................381
Non-Gravity Type Breakwaters .......................................................................................................382
3.3.1
Curtain Wall Breakwater .........................................................................................................382
[1] General.............................................................................................................................382
[2] Wave Force ......................................................................................................................384
[3] Design of Piles .................................................................................................................384
3.3.2
Floating Breakwater ................................................................................................................384
[1] General.............................................................................................................................384
[2] Selection of Design Conditions ........................................................................................385
[3] Design of Mooring System ...............................................................................................385
[4] Design of Floating Body Structure....................................................................................386
Chapter 4 Locks..............................................................................................................................................................388
4.1
4.2
4.3
4.4
4.5
4.6
Gate ........................................................................................................................................389
Lock Chamber.........................................................................................................................389
External Forces and Loads Acting on Lock...................................................................................389
Pumping and Drainage System ......................................................................................................389
Auxiliary Facilities ..............................................................................................................................389
General................................................................................................................................................390
Jetty .....................................................................................................................................................390
5.2.1
5.2.2
5.3
5.4
5.5
5.6
Layout of Jetty.........................................................................................................................390
Details of Jetty.........................................................................................................................391
Group of Groins .................................................................................................................................392
Training Jetties ...................................................................................................................................392
5.4.1
Layout of Training Jetties ........................................................................................................392
5.4.2
Water Depth at Tip of Training Jetty .......................................................................................393
5.4.3
Structure of Training Jetty .......................................................................................................393
Facilities to Trap Littoral Transport and Sediment Flowing out of Rivers .................................393
Countermeasures against Wind-Blown Sand ...............................................................................394
5.6.1
General ...................................................................................................................................394
5.6.2
Selection of Countermeasures................................................................................................394
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
4.4
4.5
4.6
5.3
5.2.1
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.4
5.5
5.6
5.7
5.8
5.9
6.6
CONTENTS
6.7
6.8
General ...................................................................................................................................438
Equivalent Width of Wall .........................................................................................................439
Calculation of Deformation Moment........................................................................................439
Calculation of Resisting Moment.............................................................................................440
7.4 Examination of Stability of Wall Body as a Whole........................................................................443
7.4.1
General ...................................................................................................................................443
7.4.2
Modulus of Subgrade Reaction...............................................................................................443
7.4.3
Calculation of Subgrade Reaction and Wall Displacement.....................................................443
7.5 Examination of Bearing Capacity of the Ground ..........................................................................448
7.6 Examination against Sliding of Wall ...............................................................................................448
7.7 Examination of Displacement of Wall Top .....................................................................................448
7.8 Examination of Stability against Circular Slip................................................................................449
7.9 Layout of Cells and Arcs ..................................................................................................................449
7.10 Calculation of Hoop Tension............................................................................................................449
7.11 Design of T-Shaped Sheet Pile .......................................................................................................450
7.11.1 General ...................................................................................................................................450
7.11.2 Structure of T-Shaped Sheet Pile ...........................................................................................450
7.12 Detailed Design..................................................................................................................................451
7.12.1 Design of Pile to Support Coping ............................................................................................451
7.12.2 Design of Coping.....................................................................................................................451
8.3
9.3
9.4
9.5
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
9.5.1
9.5.2
9.5.3
9.5.4
9.5.5
9.5.6
9.5.7
9.5.8
9.5.9
9.6
9.7
9.8
9.9
11.4
11.5
12.4
CONTENTS
12.4.1
12.4.2
12.4.3
12.5 Design
12.5.1
12.5.2
12.5.3
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
17.3.2
17.3.3
17.3.4
17.3.5
17.3.6
17.4
17.5
External Forces Acting on Sheet Pile Wall with Batter Anchor Piles ...................................... 513
Calculation of Horizontal and Vertical Forces Acting on Connecting Point ............................ 513
Determination of Cross Sections of Sheet Pile and Batter Anchor Pile.................................. 513
Determination of Embedded Lengths of Sheet Pile and Batter Anchor Pile........................... 513
Detailed Design ...................................................................................................................... 513
Sheet Pile Quaywall with Batter Piles in Front ............................................................................. 514
17.4.1 Principle of Design.................................................................................................................. 514
17.4.2 Layout and Dimensions .......................................................................................................... 515
17.4.3 Design of Sheet Pile Wall ....................................................................................................... 515
17.4.4 Design of Open-Type Superstructure ..................................................................................... 515
17.4.5 Embedded Length .................................................................................................................. 516
17.4.6 Detailed Design ...................................................................................................................... 516
Double Sheet Pile Quaywall ............................................................................................................ 516
17.5.1 Principle of Design.................................................................................................................. 516
17.5.2 External Forces Acting on Double Sheet Pile Quaywall ......................................................... 517
17.5.3 Design of Double Sheet Pile Quaywall ................................................................................... 517
CONTENTS
20.3
20.4
20.5
20.6
20.7
Width ......................................................................................................................................540
Gradient ..................................................................................................................................540
Type of Pavement ...................................................................................................................540
Countermeasures against Settlement of Apron............................................................................540
Load Conditions .................................................................................................................................541
Design of Concrete Pavement ........................................................................................................541
20.5.1 Design Conditions ...................................................................................................................541
20.5.2 Composition of Pavement .......................................................................................................542
20.5.3 Joints.......................................................................................................................................545
20.5.4 Tie-Bar and Slip-Bar................................................................................................................547
20.5.5 End Protection.........................................................................................................................547
Design of Asphalt Pavement ...........................................................................................................547
20.6.1 Design Conditions ...................................................................................................................547
20.6.2 Composition of Pavement .......................................................................................................548
20.6.3 End Protection.........................................................................................................................551
Design of Concrete Block Pavement..............................................................................................551
20.7.1 Design Conditions ...................................................................................................................551
20.7.2 Composition of Pavement .......................................................................................................552
20.7.3 Joints.......................................................................................................................................553
General................................................................................................................................................559
1.1.1
1.1.2
1.2
1.3
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
1.3.2
1.4
1.5
1.6
1.7
2.5
2.6
2.7
5.2
1.3
CONTENTS
1.3.6
1.3.7
1.3.8
Administration Building............................................................................................................583
Gates.......................................................................................................................................583
Ancillary Facilities....................................................................................................................583
2.3
2.4
2.5
Part XI Marinas
Chapter 1 Introduction ..................................................................................................................................................589
Chapter 2 Main Dimensions of Target Boats ........................................................................................................590
Chapter 3 Navigation Channels and Basins..........................................................................................................591
3.1
3.2
3.3
General................................................................................................................................................591
Navigation Channels .........................................................................................................................591
Mooring Basins ..................................................................................................................................591
General................................................................................................................................................593
Design Conditions for Mooring Facilities .......................................................................................593
Floating Piers .....................................................................................................................................595
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.3.6
5.4
5.5
General ...................................................................................................................................595
Structure..................................................................................................................................595
Examination of Safety .............................................................................................................595
Structural Design.....................................................................................................................596
Mooring Method ......................................................................................................................596
Access Bridges .......................................................................................................................596
Ancillary Facilities ..............................................................................................................................597
Lifting / Lowering Frame Facilities ..................................................................................................597
General................................................................................................................................................598
Land Storage Facilities .....................................................................................................................598
INDEX
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
-xx-
Part I General
PART I GENERAL
Part I General
Chapter 1 General Rules
1.1 Scope of Application
The Ministerial Ordinance stipulating the Technical Standards for Port and Harbour Facilities
(Ministry of Transport Ordinance No. 30, 1974; hereafter referred to simply as the Ministerial Ordinance)
and the Notification stipulating the Details of Technical Standards for Port and Harbour Facilities
(Ministry of Transport Notification No. 181, 1999; hereafter referred to simply as the Notification), both of
which have been issued in line with Article 56-2 of the Port and Harbour Law, shall be applied to the
construction, improvement, and maintenance of port and harbor facilities.
[Commentary]
(1) The Ministerial Ordinance and the Notification (hereafter collectively referred to as the Technical Standards)
apply not to the port and harbor facilities stipulated in Article 2 of the Port and Harbour Law, but rather to
the port and harbor facilities stipulated in Article 19 of the Port and Harbour Law Enforcement Order.
Accordingly the Technical Standards also apply to facilities like navigation channels, basins, protective
facilities and mooring facilities of the marinas and privately owned ports, which are found in outside of the
legally designated port areas.
(2) Since the Technical Standards covers a wide rage of facilities, there will be cases where the items shown in the
Technical Standards may be inadequate for dealing with planning, designing, constructing, maintaining or
repairing of a particular individual structure of a port or harbor. There is also possibility that new items may be
added in the future in line with technical developments or innovations. With regard to matters for which there
are no stipulations in the Technical Standards, appropriate methods other than those mentioned in the Technical
Standards may be adopted, after confirming the safety of a structure in consideration using appropriate methods
such as model tests or trustworthy numerical calculations (following the main items of the Technical Standards).
(3) Figure C- 1.1.1 shows the statutory structure of the Technical Standards.
Port and Harbour Law
[Article 56-2]
(technical standards for
port and harbour facilities)
(4) This document is intended to help individuals concerned with correct interpretation of the Technical Standards
and to facilitate right application of the Ministerial Ordinance and the Notification. This document is made up of
the main items, along with reference sections marked Commentary and Technical Notes, which supplement
the main items. The texts in large letters are the main items that describe the parts of the Notification and the
basic items that must be obeyed, regarding the items related to the Notification. The sections marked
Commentary mainly give the background to and the basis for the Notification, etc. The sections marked
Technical Notes provide investigation methods and/or standards that will be of reference value, when executing
actual design works, specific examples of structures, and other related materials.
(5) Design methods can be broadly classified into the methods that use the safety factors and the methods that use
the indices based on probability theory, according to the way of judging the safety of structures.
A safety factor is not an index that represents the degree of safety quantitatively. Rather, it is determined
through experience to compensate for the uncertainty in a variety of factors. In this document, the safety factors
indicate values that are considered by experience to be sufficiently safe under standard conditions. Depending
on the conditions, it may be acceptable to lower the values of safety factors, but when doing so it is necessary to
make a decision using prudent judgement based on sound reasoning.
In the case that the probability distributions of loads and structure strengths can be adequately approximated,
it is possible to use a reliability design method. Unlike the more traditional design methods in which safety
factors are used, a reliability design method makes it possible to gain a quantitative understanding of the
-1-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
likelihood of the failure of structure in question and then to keep the likelihood below a certain allowable value.
With a reliability design method, design is carried out by using the partial safety factors and reliability indices.
Formally speaking, the limit state design method can be classified as one form of reliability design method.
1.2 Definitions
The terms used in the Notification are based on the terminology used in the Ministerial Ordinance; in
addition, the meanings of the following terms as stipulated in the law or notification are cited.
(1) Dangerous articles: This term refers to those that are designated in the Notification stipulating the
Types of Hazardous Goods for the Port Regulation Law Enforcement Regulations (Ministry
of Transport Notification No. 547, 1979).
(2) Datum level for construction work: This is the standard water level used when constructing,
improving or maintaining port and harbor facilities, and is equal to the chart datum level (specifically
the chart datum for which the height is determined based on the provisions of Article 9 (8) of the
Law for Hydrographic Activities (Law No. 102, 1950)). However, in the case of port and harbor
facilities in lakes and rivers for which there is little tidal influence, in order to ensure the safe use of
the port or harbor in question, the datum level for construction work shall be determined while
considering the conditions of extremely low water level that may occur during a drought season.
[Commentary]
In addition to the terms defined above, the meanings of the following terms are listed below.
(1) Super-large vessel: A cargo ship with a deadweight tonnage of 100,000 t or more, except in the case of LPG
carriers and LNG carriers, in which case the gross tonnage is 25,000 t or more.
(2) Passenger ship:
A vessel with a capacity of 13 or more passengers.
(3) Pleasure boat:
A yacht, motorboat or other vessel used for sport or recreation.
-2-
PART I GENERAL
Quantity
Non-SI units
SI units
Conversion factor
Length
1 1m
Mass
kgfs2/m
kg
1kgfs2/m 9.80665kg
Acceleration
Gal
m/s2
1Gal 0.01m/s2
kgf
1kgf 9.80665N
dyn
1dyn 10N
kgfm
Nm
1kgfm 9.80665Nm
Pa
1kgf/cm2
9.80665 104Pa
9.80665 10-2MPa
1kgf/cm2
9.80665 10-2N/mm2
4
5
6
Force
Moment of a force
Pressure
10
11
kgf/cm2
N/mm2
mHg
Stress
Work (energy)
kgf/cm2
Pa
1mHg 133.322kPa
Pa
1kgf/cm2
9.80665 104Pa
9.80665 10-2MPa
1kgf/cm2
9.80665 10-2N/mm2
N/mm2
kgfm
1kfgm 9.80665J
erg
1erg 100nJ
12
Power
PS
HP
1PS 735.499W
1HP 746.101W
13
Quantity of heat
cal
J
Ws
1cal 4.18605J
1cal 4.18605Ws
14
Thermal
conductivity
cal/(hmC)
W/(mC)
1cal/(hmC)
0.001163W/(mC)
15
Heat conduction
coefficient
cal/(hm2C)
W/(m2C)
1cal/(hm2C)
0.001163W/(m2C)
16
Specific heat
capacity
cal/(kgC)
J/(kgC)
1cal/(kgC)
4.18605J/(kgC)
17
dB
1phon 1dB
-3-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
The datum level for port and harbor construction work is the standard water level that shall form the basis
for the planning, design, and construction of facilities. The chart datum level shall be used as the datum
level for construction work.
[Technical Notes]
(1) Chart Datum Level
The chart datum level is set as the level below the mean sea level by the amount equal to or approximately
equivalent to the sum of the amplitueds of the four major tidal constituents (M2, S2, K1, and O1 tides), which are
obtained from the harmonic analysis of tidal observation data. Here M2 is the principal lunar semi-diurnal tide,
S2 is the principal solar semi-diurnal tide, K1 is the luni-solar diurnal tide, and O1 is the principal lunar diurnal
tide.
Note that the heights of rocks or land marks shown on the nautical charts are the elevation above the mean
sea level, which is the long-term average of the hourly sea surface height at the place in question. (In the case
that the observation period is short, however, corrections for seasonal fluctuations should be made when
determining the mean sea level.) The difference in height between the chart datum level and the mean sea level
is referred to as Z0.
(2) International Marine Chart Datum
The International Hydrographic Organization (IHO) has decided to adopt the Lowest Astronomical Tide (LAT)
as the international marine chart datum, and issued a recommendation to this effect to the Hydrographic
Departments in various countries throughout the world in June 1997. The LAT is defined as the lowest sea level
that is assumed to occur under the combination of average weather conditions and generally conceivable
astronomical conditions. In actual practice, tide levels for at least 19 years are calculated using harmonic
constants obtained from at least one years worth of observations, and then the lowest water level is taken as the
LAT.
However, in the case of Japan, the chart datum level is obtained using the old method described in (1) above
(approximate lowest water level). There will be no switchover to the LAT in the near future in Japan, but it is
planned to meet the IHO recommendation by stating the difference between the LAT and the chart datum level
in tide tables published by the Hydrographic Department of Maritime Safety Agency, Ministry of Land,
Infrastructure, and Transport, Japan.
-4-
PART I GENERAL
Chapter 3 Maintenance
In order to maintain the functions of port and harbor facilities at a satisfactory service level and to prevent
deterioration in the safety of such facilities, comprehensive maintenance including inspections,
evaluations, repairs, etc. shall be carried out, in line with the specific characteristics of the port or harbor in
question.
[Commentary]
(1) Maintenance refers to a system consisting of a series of linked activities involving the efficient detection of
changes in the state of serviceability of the facilities and the execution of effective measures such as rational
evaluation, repair, and reinforcement.
(2) Port and harbor facilities must generally remain in service for long periods of time, during which the functions
demanded of the facilities must be maintained. It is thus essential not only to give due consideration when
initially designing the structures in question, but also to carry out proper maintenance after the facilities have
been put into service.
(3) A whole variety of data concerning maintenance (specifically, inspections, checks, evaluations, repair,
reinforcement work, etc.) must be recorded and stored in a standard format. Maintenance data kept in good
systematic order is the basic information necessary for carrying out appropriate evaluation of the level of
soundness of the facilities in question, and executing their maintenance and repairs. At the same time the
maintenace data is useful when taking measures against the deterioration of the facilities as a whole and when
investigating the possibility in the life cycle cost reduction of the facilities.
(4) When designing a structure, it is necessary to give due consideration to the system of future maintenance and to
select the types of structures and the materials used so that future maintenance will be easily executed, while
reflecting this aspect in the detailed design.
[Technical Notes]
(1) The concepts of the terms relating to maintenance are as follows:
Inspection / checking: Activities to investigate the state of a structure, the situation
regarding damage and the remaining level of function, along with
related administrative work: mainly composed of periodic and
special inspections
Maintenance
(2) With regard to the procedure for maintenance, it is a good idea to draw up a maintenance plan for each structure
while considering factors like the structural form, the tendency to deteriorate and the degree of importance, and
then to implement maintenance work based on this plan.
(3) For basic and common matters concerning maintenance, refer to the Manual for Maintenance and Repair of
Port and Harbor Structures.
-5-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
-6-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
L1
(1.1.1)
-8-
Chapter 2 Vessels
2.1 Dimensions of Target Vessel (Notification Article 21)
The principal dimensions of the target vessel shall be set using the following method:
(1) In the case that the target vessel can be identified, use the principal dimensions of that vessel.
(2) In the case that the target vessel cannot be identified, use appropriate principal dimensions determined
by statistical methods.
[Technical Notes]
(1) Article 1, Clause 2 of the Ministerial Ordinance stipulates that the target vessel is the vessel that has the
largest gross tonnage out of those that are expected to use the port or harbor facilities in question. Accordingly,
in the case that the target vessel can be identified, the principal dimensions of this vessel should be used.
(2) In the case that the target vessel cannot be identified in advance, such as in the case of port and harbor facilities
for public use, the principal dimensions of the target vessel may be determined by referring to Table T- 2.1.1. In
this table, the tonnages (usually either gross or deadweight tonnage) are used as representative indicators.
(3) Table T- 2.1.1 lists the principal dimensions of vessels for the case that the target vessel cannot be identified
by tonnage level. These values have been obtained through methods such as statistical analysis 1),2), and they
mainly represent the 75% cover ratio values for each tonnage of vessels. Accordingly, for any given tonnage,
there will be some vessels that have principal dimensions that exceed the values in the table. There will also be
vessels that have a tonnage greater than that of the target vessel listed in the table, but still have principal
dimensions smaller than those of the target vessel.
(4) Table T- 2.1.1 has been obtained using the data from Lloyds Maritime Information June 95 and Nihon
Senpaku Meisaisho (Detailed List of Japanese Vessels; 1995 edition). The definitions of principal
dimensions in the table are shown in Fig. T- 2.1.1.
(5) Since the principal dimensions of long distance ferries that sail over 300km tend to have different characteristics
from those of short-to-medium distance ferries, the principal dimensions are listed separately for long distance
ferries and short-to-medium distance ferries.
(6) Since the principal dimensions of Japanese passenger ships tend to have different characteristics from those of
foreign passenger ships, the principal dimensions are listed separately for Japanese passenger ships and
foreign passenger ships.
(7) The mast height varies considerably even for vessels of the same type with the same tonnage, and so when
designing facilities like bridges that pass over navigation routes, it is necessary to carry out a survey on the mast
heights of the target vessels.
(8) In the case that the target vessel is known to be a small cargo ship but it is not possible to identify precisely the
demensions of the ship in advance, the principal dimensions of small cargo ships can be obtained by referring
to Table T- 2.1.2. The values in Table T- 2.1.2 have been obtained using the same kind of procedure as those in
Table T- 2.1.1, but in the case of such small vessels there are large variations in the principal dimensions and so
particular care should be exercised when using Table T- 2.1.2.
(9) Tonnage
The definitions of the various types of tonnage are as follows:
(a) Gross tonnage
The measurement tonnage of sealed compartments of a vessel, as stipulated in the Law Concerning the
Measurement of the Tonnage of Ships. The gross tonnage is used as an indicator that represents the size
of a vessel in Japans maritime systems. Note however that there is also the international gross tonnage,
which, in line with the provisions in treaties etc., is also used as an indicator that represents the size of a vessel,
but mainly for vessels that make international sailings. The values of the gross tonnage and the
international gross tonnage can differ from one another; the relationship between the two is stipulated in
Article 35 of the Enforcement Regulations for the Law Concerning the Measurement of the Tonnage of
Ships (Ministerial Ordinance No. 47, 1981).
(b) Deadweight tonnage
The maximum weight, expressed in tons, of cargo that can be loaded onto a vessel.
(c) Displacement tonnage
The amount of water, expressed in tons, displaced by a vessel when it is floating at rest.
(10) For the sake of consistency, equation (2.1.1) shows the relationship between the deadweight tonnage (DWT) and
the gross tonnage (GT) for the types of vessels that use the deadweight tonnage as the representative indicator 1).
For each type of vessels, the equation may be applied if the tonnage is within the range shown in Table T- 2.1.1.
-9-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
GT = 0.541DWT
GT = 0.880DWT
GT = 0.553DWT
GT = 0.808DWT
64748
Cargo ships:
Container ships:
Oil tankers:
Roll-on/roll-off vessels:
(2.1.1)
where
GT gross tonnage
DWT deadweight tonnage
(11) Tables T-2.1.3 to T-2.1.6 list the frequency distribution of the principal dimensions of general cargo ships, bulk
cargo carriers, container ships, and oil tankers, which were analyzed by the Systems Laboratory of Port and
Harbour Research Institute (PHRI) using the data from Lloyds Maritime Informations Services (June 98).
Length overall
Load water line
Fore perpendicular
Moulded breadth
Moulded depth
After perpendicular
67 m
83
94
109
137
144
161
185
200
218
233
249
256
286
2. Container ships
Deadweight tonnage (DWT)
30,000 ton
40,000
50,000
60,000
218 m
244
266
286
30.2 m
32.3
32.3
36.5
-10-
3. Ferries
3-A Short-to-medium distance ferries (sailing distance less than 300km)
Gross tonnage (GT)
400 ton
700
1,000
2,500
5,000
10,000
50 m
63
72
104
136
148
142 m
167
185
192
192
200
4. Roll-on/roll-off vessels
Deadweight tonnage (DWT)
400 ton
1,500
2,500
4,000
6,000
10,000
75 m
97
115
134
154
182
5. Passenger ships
5-A Japanese passenger ships
Gross tonnage (GT)
2,000 ton
4,000
7,000
10,000
20,000
30,000
83 m
107
130
147
188
217
180 m
207
248
278
70 m
94
114
130
165
184
200
-11-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
7. Oil tankers
Deadweight tonnage (DWT)
1,000 ton
2,000
3,000
5,000
10,000
15,000
20,000
30,000
50,000
70,000
90,000
10.2 m
12.6
14.3
16.8
20.8
23.6
25.8
29.2
32.3
38.0
41.1
61 m
76
87
102
127
144
158
180
211
235
254
51 m
57
9.0 m
9.5
-12-
3.3 m
3.4
-13-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
unknown
unknown
-14-
-15-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
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:
MsV2
(2.2.1)
E f = ------------- C e C m C s C c
2
In this equation, E f , M s , V, C e , C m , C s , and C c represent the following:
E f berthing energy of vessel (kJ = kNm)
M s mass of vessel (t)
V berthing velocity of vessel (m/s)
C e eccentricity factor
C m virtual mass factor
C s softness factor (standard value is 1.0)
C c berth configuration factor (standard value is 1.0)
[Commentary]
In addition to the kinetic energy method mentioned above, there are also other methods of estimating the berthing
energy of a vessel: for example, statistical methods, methods using hydraulic model experiments, and methods using
fluid dynamics models 3). However, with these alternative methods, the data necessary for design are insufficient and
the values of the various constants used in the calculations may not be sufficiently 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, then the kinetic energy E s is equal to
( M s V 2) 2 . However, when a vessel is berthing at a dolphin, a quaywall, or a berthing beam equipped with
fenders, the energy absorbed by the fenders (i.e., the berthing energy E f of the vessel) will become E s f
considering the various influencing factors, where f = C e C m C s C c .
(2) The vessel mass M s is taken to be the displacement tonnage (DT) of the target vessel. In the case that the target
vessel cannot be identified, equation (2.2.2) 1) may be used to give the relationship between the deadweight
tonnage (DWT) or the gross tonnage (GT) and the displacement tonnage (DT).
-16-
64444744448
(2.2.2)
where
DT displacement tonnage (amount of water, in tons, displaced by the vessel when fully loaded)
GT gross tonnage
DWT deadweight tonnage
(3) The softness factor C s represents the ratio of the remaining amount of the berthing energy after energy
absorption due to deformation of the shell plating of the vessel to the initial berthing energy. It is generally
assumed that no energy is absorbed in this way and so the value of C s is often given as 1.0.
(4) When a vessel berths, the mass of water between the vessel and the mooring facilities resists to move out and
acts just as if a cushion is placed in this space. The energy that must be absorbed by the fenders is thus reduced.
This effect is considered when determining the berth configuration factor C c . It is thought that the effect
depends on things like the berthing angle, the shape of the vessels shell plating, the under-keel clearance, and
the berthing velocity, but little research has been carried out to determine it.
-17-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Difficult
exposed
Good berthing
exposed
Easy berthing
exposed
Difficult berthing
sheltered
Good berthing
sheltered
Displacement tonnage
DT (tons)
Fig. T- 2.2.2 Berthing Velocity and Displacement Tonnage for General Cargo Ships 5)
Displacement tonnage
DT (10,000 tons)
Fig. T- 2.2.3 Berthing Velocity and Displacement Tonnage for Large Oil Tankers 6)
Stern berthing
Bow berthing
Displacement tonnage
DT (tons)
Fig. T- 2.2.4 Berthing Velocity and Displacement Tonnage for Longitudinal Berthing of Ferries 5)
-18-
According to the survey by Moriya et al., the average berthing velocities for cargo ships, container ships, and
pure car carriers are as listed in Table T- 2.2.1. The relationship between the deadweight tonnage and berthing
velocity is shown in Fig. T- 2.2.5. This survey also shows that the larger the vessel, the lower the berthing
velocity tends to be. The highest berthing velocities observed were about 15 cm/s for vessels under 10,000 DWT
and about 10 cm/s for vessels of 10,000 DWT or over.
Table T- 2.2.1 Deadweight Tonnage and Average Berthing Velocity
Deadweight tonnage
(DWT)
Container ships
All vessels
1,000 class
5,000 class
10,000 class
15,000 class
30,000 class
50,000 class
8.1
6.7
5.0
4.5
3.9
3.5
7.8
7.2
4.9
4.1
3.4
4.6
4.7
4.4
-
8.1
7.2
5.3
4.6
4.1
3.4
All vessels
5.2
5.0
4.6
5.0
N=738
Poisson distribution m = 3
Poisson distribution m = 4
Weibull distribution
Normal distribution
V (cm/s)
Cargo ships
Container ships
Pure car carriers
V (cm/s)
(5) Figure T- 2.2.6 shows a berthing velocity frequency distribution obtained from actual measurement records at
offshore terminals used by large oil tankers of around 200,000 DWT. It can be seen that the highest measured
berthing velocity was 13 cm/s. If the data are assumed to follow a Weibull distribution, then the probability of
the berthing velocity below the value 13 cm/s would be 99.6%. The mean is 4.41 cm/s and the standard
deviation s is 2.08 cm/s. Application of the Weibull distribution yields the probability density function f ( V ) as
expressed in equation (2.2.3):
V
f ( V ) = ------- exp ( V 1.25 )
0.8
where
V berthing velocity (cm/s)
(2.2.3)
From this equation, the probability of the berthing velocity exceeding 14.5 cm/s becomes 1/1000. The offshore
terminals where the berthing velocity measurements were taken had a design berthing velocity of either 15 cm/s
or 20 cm/s 7).
(6) Small vessels such as small cargo ships and fishing boats come to berths by controlling their positions under
their own power without assistance of tugboats. Consequently, the berthing velocity is generally higher than that
for larger vessels, and in some cases it can even exceed 30 cm/s. For small vessels in particular, it is necessary to
carefully determine the berthing velocity based on actually measured values etc.
(7) In cases where cautious berthing methods such as those described in (1) are not used, or in the case of berthing
of small or medium-sized vessels under influence of currents, it is necessary to determine the berthing velocity
based on actual measurement data etc., considering the ship drift velocity by currents.
(8) When designing mooring facilities that may be used by fishing boats, it is recommended to carry out design
works based on the design standards for fishing port facilities and actual states of usage.
-19-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(2.2.4)
F1
keLpp cos
F2
Lpp
Lpp
eLpp cos
A
Q
Block coefficient Cb
L 2 = 0.5 a + e ( 1 k ) L pp cos q
(2.2.6)
L 1 = ( 0.5a ek )L pp cos q
(2.2.7)
-20-
where
L 1 distance from the point of contact to the center of gravity of the vessel as measured parallel to the
mooring facilities when the vessel makes contact with fender F1
L 2 distance from the point of contact to the center of gravity of the vessel as measured parallel to the
mooring facilities when the vessel makes contact with fender F2
q berthing angle (the value of q is set as a design condition; it is usually set somewhere in the range
0 ~ 10)
e ratio of the distance between the fenders, as measured in the longitudinal direction of the vessel, to the
length between perpendiculars
a ratio of the length of the parallel side of the vessel at the height of the point of contact with the fender to
the length between perpendiculars; this varies according to factors like the type of vessel, and the block
coefficient etc., but is generally in the range 1/3 ~ 1/2.
k parameter that represents the relative location of the point where the vessel comes closest to the mooring
facilities between the fenders F1 and F2 ; k varies between 0 and 1, but it is generally taken at k = 0.5.
C b = --------------L pp Bd
64748
It shall be standard to calculate the virtual mass factor using the following equations:
d
p
C m = 1 + --------- --2C b B
(2.2.8)
(2.2.9)
Ueda 8) proposed equation (2.2.8) based on the results of model experiments and field observations. The second
term in equation (2.2.8) corresponds to M w M s in equation (2.2.9).
(2) As a general rule, the actual values of the target vessel are used for the length between perpendiculars ( L pp ), the
moulded breadth (B), and the full load draft (d). But when one of the standard ship sizes is used, one may use the
principal dimensions given in 2.1 Dimensions of the Target Vessel. Regression equations have been proposed
for the relationships between the deadweight tonnage, the moulded breadth and the full load draft 1). It is also
possible to use equations (2.2.10), which give the relationship between the deadweight tonnage (DWT) or the
gross tonnage (GT) and the length between perpendiculars for different types of vessel 1).
-21-
64444744448
(2.2.10)
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(3) The volume of water displaced by the vessel is determined by dividing the displacement tonnage DT by the
density of seawater (1.03 t/m3)
-22-
(2.2.11)
(2.2.12)
(2.2.13)
(2) It is desirable to determine the wind force coefficients C X , C Y , and C M through wind tunnel tests or water tank
tests on a target vessel. Since such experiments require time and cost, it is acceptable to use the calculation
equations for wind force coefficients 14),15) that are based on wind tunnel tests or water tank tests that have been
carried out in the past.
(3) The maximum wind velocity (10-minute average wind velocity) should be used as the wind velocity U.
(4) For the front projected area above the water surface and the side projected area above the water surface, it is
desirable to use the values for the target vessel. For standard vessel sizes, one may refer to regression
equations 1).
(5) Since the wind velocity varies both in time and in space, the wind velocity should be treated as fluctuating in the
-23-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
analysis of the motions of a moored vessel. Davenport 16) and Hino have proposed the frequency spectra for the
time fluctuations of the wind velocity. The frequency spectra proposed by Davenport and Hino are given by
equations (2.2.14) and (2.2.15), respectively.
64748
X2
2
f S u ( f ) = 4K r U10 --------------------------(1 + X2 )4 3
X = 1200f / U 10
5 6
U 10 a z 2m a 1
b = 1.169 10 3 ------------- ------
K r 10
64748
K r U10
f 2
S u ( f ) = 2.856 --------------- 1 + ---
b
b
(2.2.14)
(2.2.15)
where
S u ( f ) frequency spectrum of wind velocity (m2s)
U 10 average wind velocity at the standard height 10 m (m/s)
K r friction coefficient for the surface defined with the wind velocity at the standard height; over the
ocean, it is considered that K r = 0.003 is appropriate.
a exponent when the vertical profile of the wind velocity is expressed by a power law [ U ( z 10 ) a ]
z height above the surface of the ground or ocean (m)
m correction factor relating to the stability of the atmosphere; m is taken to be 2 in the case of a storm.
(2.2.18)
(5) Regarding the wetted surface area S and the side projected area below the waterline B, one may use values
obtained from a regression equations 3) that have been derived by statistical analysis.
Water depth
draft
h = 1.1
1.5
7.0
q(
2.2.4 Tractive Force Acting on Mooring Post and Bollard (Notification Article 79)
(1) It shall be standard to take the values listed in Table 2.2.1 as the tractive forces of vessels acting on
mooring posts and bollards.
(2) In the case of a mooring post, it shall be standard to assume that the tractive force stipulated in (1) acts
horizontally and a tractive force equal to one half of this acts upwards simultaneously.
(3) In the case of a bollard, it shall be standard to assume that the tractive force stipulated in (1) acts in all
directions.
Table 2.2.1 Tractive Forces of Vessels (Notification Article 79, Appended Table 12)
Gross tonnage (GT) of
vessel (tons)
200 GT 500
150
150
500 GT 1,000
250
250
1,000 GT 2,000
350
250
2,000 GT 3,000
350
350
3,000 GT 5,000
500
350
5,000 GT 10,000
700
500
10,000 GT 20,000
1,000
700
20,000 GT 50,000
1,500
1,000
-25-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
2,000
1,000
[Commentary]
(1) Mooring posts are installed away from the waterline, either on or near to the mooring facilities, close to the
both ends of a berth so that they may be used for mooring a vessel in a storm. Bollards, on the other hand, are
installed close to the waterline of the mooring facilities so that they may be used for mooring, berthing, or
unberthing a vessel in normal conditions.
(2) Regarding the layout and names of mooring ropes to moor a vessel, see Part , 2.1 Length and Water Depth
of Berths.
(3) Regarding the layout and structure of mooring posts and bollards, see Part , 19.3 Mooring Posts, Bollards,
and Mooring Rings.
[Technical Notes]
(1) It is desirable to calculate the tractive force acting on a mooring post and a bollard based on the breaking
strength of the mooring ropes possessed by a vessel arriving at the berth, the meteorological and oceanographic
conditions at the place where the mooring facilities are installed, and the dimensions of vessels, and if necessary
also considering the force due to a berthing vessel, the wind pressure on a moored vessel, and the force due to
motions of a vessel 9), 11). Alternatively, it is also possible to determine the tractive force acting on a mooring
post and a bollard in accordance with (2) ~ (6) below.
(2) In the case that the gross tonnage of a vessel exceeds 5,000 tons and there is no risk of more than one mooring
rope being attached to a bollard that is used for spring lines at the middle of mooring facilities for which the
vessels berth is fixed, the tractive force acting on a bollard may be taken as one half of the value listed in Table
2.2.1.
(3) The tractive force due to a vessel whose gross tonnage is no more than 200 tons or greater than 100,000 tons
(i.e., a vessel that is not covered in Table 2.2.1) should be calculated by considering the meteorological and
oceanographic conditions, the structure of the mooring facilities, past measurement data on tractive force, etc.
The tractive force on mooring facilities at which vessels are moored even in rough weather or mooring facilities
that are installed in waters with severe meteorological / oceanographic conditions should also be calculated by
considering these conditions.
(4) The tractive force acting on a mooring post has been determined based on the wind pressure acting on a vessel in
such a way that a lightly loaded vessel should be able to moor safely even when the wind velocity is 25 ~ 30
m/s, with the assumption that the mooring posts are installed at the place away from the wharf waterline by the
amount of vessels width and that the breast lines are pulled in a direction 45 to the vessels longitudinal
axis 17),18). The tractive force so obtained corresponds to the breaking strength of one to two mooring ropes,
where the breaking strength of a mooring rope is evaluated according to the Steel Ship Regulations by the
Nippon Kaiji Kyokai. For a small vessel of gross tonnage up to 1,000 tons, the mooring posts can withstand the
tractive force under the wind velocity of up to 35 m/s.
The tractive force acting on a bollard has been determined based on the wind pressure acting on a vessel in
such a way that even a lightly loaded vessel should be able to moor using only bollards in a wind of velocity up to
15 m/s, with the assumption that the ropes at the bow and stern are pulled in a direction at least 25 to the vessels
axis. The tractive force so obtained corresponds to the breaking strength of one mooring rope for a vessel of
gross tonnage up to 5,000 tons and two mooring ropes for a vessel of gross tonnage over 5,000 tons, where the
breaking strength of a mooring rope is evaluated according to the Steel Ship Regulations by the Nippon Kaiji
Kyokai.
The tractive force for a bollard that is used for spring lines and is installed at the middle of a berth, for which
the vessels berthing position is fixed, corresponds to the breaking strength of one mooring rope, where the
breaking strength of a mooring rope is evaluated according to the Steel Ship Regulations by the Nippon Kaiji
Kyokai. Note however that, although there are stipulations concerning synthetic fiber ropes in the Steel Ship
Regulations by the Nippon Kaiji Kyokai with regard to nylon ropes and type B vinylon ropes (both of which
are types of synthetic fiber rope), the required safety factor has been set large owing to the factors such that there
is little data on the past usage of such ropes and their abrasion resistance is low, and so both the required rope
diameter and the breaking strength are large. Accordingly, in the case of berths for which the mooring vessels
use only nylon ropes or type B vinylon ropes, it is not possible to apply the stipulations in (2) above.
In the above-mentioned tractive force calculations, in addition to the wind pressure, it has been assumed that
there are tidal currents of 2 kt in the longitudinal direction and 0.6 kt in the transverse direction.
(5) When determining the tractive force from a small vessel of gross tonnage no more than 200 tons, it is desirable
to consider the type of vessel, the berthing situation, the structure of the mooring facilities, etc. During actual
-26-
design of mooring posts and bollards for vessels of gross tonnage no more than 200 tons, it is standard to take
the tractive force acting on a mooring posts to be 150 kN and the tractive force acting on a bollard to be 50 kN.
(6) When calculating the tractive force in the case of vessels such as ferries, container ships, or passenger ships,
caution should be exercised in using Table 2.2.1, because the wind pressure-receiving areas of such vessels are
large.
[References]
1) Yasuhiro AKAKURA, Hironao TAKAHASHI, Takashi NAKAMOTO: Statistical analysis of ship dimensions for the size of
design ship, Tech. Note of PHRI, No. 910, 1998 (in Japanese).
2) Yasuhiro AKAKURA and Hironao TAKAHASHI: Ship dimensions of design ship under given confidence limits, Technical
Note of P.H.R.I., September 1998.
3) PIANC: Report of the International Commission for Improving the Design of Fender Systems, Supplement to Bulletine No.
45, 1984.
4) Baker, A. L. L.: The impact of ships when berthing, Proc. Intl Navig. Congr. (PIANC), Rome, Sect II, Quest. 2, 1953, pp.
111-142.
5) Masahito MIZOGUCHI, Tanekiyo NAKAYAMA: Studies on the berthing velocity, energy of the ships, Tech. Note of
PHRI, No. 170, 1973 (in Japanese).
6) Hirokane OTANI, Shigeru UEDA, Tatsuru ICHIKAWA, Kensei SUGIHARA: A study on the berthing impact of the big
tanker, Tech. Note of PHRI, No. 176, 1974 (in Japanese).
7) Shigeru UEDA: Study on berthing impact force of very large crude oil carriers, Rept. of PHRI, Vol. 20, No. 2, 1981, pp.
169-209 (in Japanese).
8) Myers, J.: Handbook of Ocean and Underwater Engineering, McGraw-Hill, New York, 1969.
9) Shigeru UEDA, Eijiro OOI: On the design of fending systems for mooring facilities in a port, Tech. Note of PHRI, No. 596,
1987 (in Japanese).
10) Shigeru UEDA, Satoru SHIRAISHI: On the design of fenders based on the ship oscillations moored to quaywalls, Tech.
Note of PHRI, No. 729, 1992 (in Japanese).
11) Shigeru UEDA: Analytical method of motions moored to quaywalls and the applications, Tech. Note of PHRI, No. 504,
1984 (in Japanese).
12) Shigeru UEDA, Satoru SHIRAISI: Method and its evaluation for computation of moored ships motions, Rept. of PHRI,
Vol. 22, No. 4, 1983 pp. 181-218 (in Japanese).
13) Yoshimi GODA, Tomotsuka TAKAYAMA, Tadashi SASADA: Theoretical and experimental investigation of wave forces
on a fixed vessel approximated with an elliptic cylinder, Rept of PHRI, Vol. 12, No. 4, 1994, pp. 23-74 (in Japanese).
14) R. M. Isherwood: Wind resistance of merchant ships, Bulliten of the Royal Inst. Naval Architects, 1972, pp. 327-338.
15) Shigeru UEDA, Satoru SHIRAISHI, Kouhei ASANO, Hiroyuki OSHIMA: Proposal of equation of wind force coefficient
and evaluation of the effect to motions of moored ships, Tech. Note of PHRI, No. 760, 1993 (in Japanese).
16) Davenport, A. G.: Gust loading factors, Proc. of ASCE, ST3, 1967, pp. 11-34.
17) Hirofumi INAGAKI, Koichi YAMAGUCHI, Takeo KATAYAMA: Standardization of mooring posts and bollards for
wharf, Tech. Note of PHRI, No. 102, 1970 (in Japanese).
18) Iaso FUKUDA, Tadahiko YAGYU: Tractive force on mooring posts and bollards, Tech. Note of PHRI, No. 427, 1982 (in
Japanese).
-27-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(3.1.1)
r0
(3.1.2)
p = p c + Dp exp ---- (Myers formula)
r
where
p air pressure at a distance r from the center of typhoon (hPa)
r distance from the center of typhoon (km)
p c air pressure at the center of typhoon (hPa)
r 0 estimated distance from the center of typhoon to the point where the wind velocity is maximum (km)
Dp air pressure drop at the center of typhoon (hPa); Dp = p p c
p air pressure at r = (hPa); p = p c + Dp
The size of a typhoon varies with time, and so r 0 and Dp must be determined as the functions of time.
(2) With regard to wind, see 3.2 Wind.
(3) Rain is generally divided into the rain of thunderstorms that have heavy rainfall in a short period of time and the
rain that continues for a prolonged period of time (rain by a typhoon is a representative example of the latter).
When designing drainage facilities, it is necessary to determine the intensity of rainfall both for the case where
the amount of runoff increases very rapidly and for the case where the runoff continues for a prolonged period.
In the case of sewage planning whereby the intensity of rainfall during a thunderstorm is a problem, Shermans
formula or Talbots formula is used.
a
(Shermans formula)
R = ---nt
a
(Talbots formula)
R = ----------t+b
where
R intensity of rainfall (mm/h)
t duration of rainfall (min)
a, b, n: constants
(3.1.3)
(3.1.4)
(4) With regard to snow load acting upon port and harbor facilities, see 15.3.4 Snow Load.
-28-
p r
-
Vg = rw sin f 1 + 1 + ---------------------------r a rw 2 sin 2 f
(3.2.1)
where
Vg velocity of gradient wind (cm/s); in the case of an anticyclone, equation (3.2.1) gives a negative value
and so the absolute value should be taken.
p
----- pressure gradient (taken to be positive for a cyclone, negative for an anticyclone) (g/cm2/s2)
r
r radius of curvature of isobars (cm)
w angular velocity of Earth's rotation ( s 1 ); w = 7.29 10 5 s
f latitude ()
ra density of air (g/cm3)
Before performing the calculation, measurement units should first be converted into the CGS units listed
above. Note that 1 of latitude corresponds to a distance of approximately 1.11 10 7 cm, and an air pressure
of 1.0 hPa is 10 3 g/cm/s2.
(b) A gradient wind for which the isobars are straight lines (i.e., their radius of curvature in equation (3.2.1) is
infinite) is called the geostrophic wind. In this case, the wind velocity is V = ( p r ) ( 2r a rw sin f ) .
(2) The actual sea surface wind velocity is generally lower than the value obtained from the gradient wind equation.
Moreover, although the direction of a gradient wind is parallel to the isobars in theory, the sea surface wind
blows at a certain angle a to the isobars as sketched in Fig. T- 3.2.2. In the northern hemisphere, the wind
around a cyclone blows in a counterclockwise direction and inwards, whereas the wind around an anticyclone
blows in a clockwise direction and outwards. It is known that the relationship between the velocity of gradient
winds and that of the actual sea surface wind varies with the latitude. The relationship under the average
conditions is summarized in Table T- 3.2.1. However, this is no more than a guideline; when estimating sea
surface winds, it is necessary to make appropriate corrections by comparing estimations with actual
measurements taken along the coast and values that have been reported by vessels out at sea (the latter are
written on weather charts).
Table T- 3.2.1 Relationship between Sea Surface Wind
Speed and Gradient Wind Speed
Low
High
Latitude
10
20
30
40
50
Angle a
24
20
18
17
15
Velocity ratio V s V g
0.51
0.60
0.64
0.67
0.70
(3) When selecting the design wind velocity for the wind that acts directly on port and harbor facilities and moored
vessels, one should estimate the extreme distribution of the wind velocity based on actual measurement data
taken over a long period (at least 30 years as a general rule) and then use the wind velocity corresponding to the
required return period.
It is standard to take the wind parameters to be the direction and velocity, with the wind direction being
represented using the sixteen-points bearing system and the wind velocity by the mean wind velocity over 10
minutes.
-29-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
In the Meteorological Agencys Technical Observation Notes No. 34, the expected wind velocities with the
return periods of 5, 10, 20, 50, 100 and 200 years for 141 government meteorological offices have been
estimated from the ten-minute mean wind velocity data of about 35 years, under the assumption that wind
velocity follows a double exponential distribution. For locations with topographical conditions different from
that of the nearest among the above-mentioned meteorological offices, one should conduct observations for at
least one year and then conduct a comparative investigation on topographical effects in order to make it possible
to use the aforementioned estimation results.
(4) Regarding the wind velocity used in estimating storm surges and waves, it is standard to use the value at a height
of 10 m above sea level. The wind velocities obtained at government meteorological offices are the values for a
height of approximately 10 m above the ground level. Accordingly, when attempting to use such observed
values to estimate sea surface winds, in the case that the elevations of the structural members are considerably
different from 10 m, it is necessary to correct the wind velocity with respect to the height. The vertical profile of
the wind velocity is generally represented with a power law, and so in current design calculations for all kinds of
structures, a power law is simply used: i.e.,
h n
U h = U 0 -----
h0
(3.2.2)
where
U h wind velocity at height h (m/s)
U 0 wind velocity at height h 0 (m/s)
The value of the exponent varies with the situation with regard to the roughness near to the surface of the ground
and the stability of the atmosphere. In structural calculations on land, a value of n = 1/10 ~ 1/4 is used, and it is
common to use a value of n 1/7 out to sea.
Statistical data on wind velocity usually consider the ten-minute mean wind velocity. However, for some
structures the mean wind velocity over a shorter time period or the maximum instantaneous wind velocity may
be used, in which case it is necessary to gain an understanding of the relationship between the mean wind
velocity over a certain time period and the maximum wind velocity, and also the characteristics of the gust
factor.
(3.3.1)
Equation (3.3.1) expresses the wind pressure, i.e., the force due to the wind per unit area subjected to the wind
force. The total force due to the wind acting on a member or structure is thus the wind pressure as given by
equation (3.3.1) multiplied by the area of that member or structure affected by the wind in a plane perpendicular
to the direction in which the wind acts.
The velocity pressure q is defined as in equation (3.3.2).
1
(3.3.2)
q = --- r a U 2
2
where
q velocity pressure (N/m2)
r a density of air (kg/m3) r a = 1.23 kg/m3
U design wind velocity (m/s)
The design wind velocity should be taken at 1.2 to 1.5 times the standard wind velocity (ten-minute mean wind
velocity at a height of 10 m). This is because the maximum instantaneous wind velocity is about 1.2 to 1.5 times
the ten-minute mean wind velocity.
The wind pressure coefficient varies depending on the conditions such as the shape of the member or
structure, the wind direction, and the Reynolds number. With the exception of cases where it is determined by
means of the wind tunnel experiments, it may be set by referring to the Article 87 of the Enforcement Order
-30-
of the Building Standard Law (Government Ordinance No. 338, 1950) or the Crane Structure Standards
(Ministry of Labor Notification). With regard to wind direction, it is generally required to consider the wind
direction that is most unfavorable to the structure, with the exception of cases where it has been verified that
there exists an overwhelmingly prevailing direction of winds.
-31-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Chapter 4 Waves
4.1 General
4.1.1 Procedure for Determining the Waves Used in Design (Notification Article 4, Clause 1)
The waves used in the investigation of the stability of protective harbor facilities and other port and harbor
facilities, as well as the examination of the degree of calmness of navigation channels and basins shall be
set using wave data obtained from either actual wave measurements or wave hindcasting. Wave
characteristics shall be obtained by carrying out necessary statistical processing and by analyzing wave
transformations owing to sea bottom topography and others. It shall be standard to carry out the wave
hindcasting using a method that is based on an appropriate equation for representing the relationship
between the wind velocity and the wave spectrum or the significant wave parameters.
[Commentary]
The size and structural form of facilities are determined
by the factors such as the height and period of the waves
that act on them. The setting of the wave conditions to be
used in design should thus be carried out carefully. The
setting of wave conditions should be carried out
separately for ordinary waves (i.e., waves that occur in
ordinary conditions: these are required when estimating
the harbor calmness or the net working rate of cargo
handling) and storm waves (i.e., waves that occur in
storm conditions: these are required when estimating the
wave force acting on structures).
The waves that are obtained by statistically processing data based on either actual measurements or hindcasting are generally deepwater waves that are unaffected by
the sea bottom topography. Deepwater waves propagate
towards the coast, and once the waves reach to the water
depth about one half the wavelength, they start to experience the effects of topography and transform with the
result of wave height change. Wave transformation
includes refraction, diffraction, reflection, shoaling, and
breaking. In order to determine the wave conditions at the
place where wave data is needed (for instance the place
where a structure of interest is located), it is necessary to
give appropriate consideration to such wave transformations by means of numerical calculations or model experiments.
In the above-mentioned procedure for setting the
wave conditions to be used in design, it is necessary to
give sufficient consideration to the irregularity of the
waves and to treat the waves as being of random nature
as much as possible.
Wave data
1) Actual measurement data
2) Hindcasting values
Statistical analysis
1) Ordinary waves
2) Storm waves
Wave transformation
Wave transformation
1) Harbor calmness
2) Net working rate,
number of working days
3) Transport energy of
incoming waves
4) Others
[Technical Notes]
A sample procedure for setting the wave conditions to be used in design is shown in Fig. T- 4.1.1.
[Technical Notes]
(1) Definitions of Wave Parameters
(a) Significant wave (significant wave height H1/3 and significant wave period T1/3)
The waves in a wave group are rearranged in the order of their heights and the highest one-third are selected;
the significant wave is then the hypothetical wave whose height and period are the mean height and period of
the selected waves.
(b) Highest wave (highest wave height Hmax and highest wave period Tmax)
The highest wave in a wave group.
(c) Highest one-tenth wave (H1/10, T1/10)
The wave whose height and period are equal to the mean height and period of the highest one-tenth of the
waves in a wave group.
(d) Mean wave (mean wave height H , mean period T )
The wave whose height and period are equal to the mean height and period of all of the waves in a wave
group.
(e) Deepwater waves (deepwater wave height H0 and deepwater wave period T0)
The waves at a place where the water depth is at least one half of the wavelength; the wave parameters are
expressed with those of the significant wave at this place.
(f) Equivalent deepwater wave height (H0)
A hypothetical wave height that has been corrected for the effects of planar topographic changes such as
refraction and diffraction; it is expressed with the significant wave height.
(2) Maximum Wave
The largest significant wave within a series of significant wave data that was observed during a certain period
(for example, one day, one month, or one year) is called the maximum wave. In order to clearly specify the
length of the observation period, it is advisable to refer to the maximum wave such as the maximum significant
wave over a period of one day (or one month, one year, etc.). Moreover, when one wishes to clearly state that
one is referring to the significant wave for the largest wave that occurred during a stormy weather, the term
peak wave is used (see 4.4 Statistical Processing of Wave Observation and Hindcasted Data). The
maximum wave height is the maximum value of the significant wave height during a certain period; this is
different from the definition of the highest wave height.
(3) Significance of Equivalent Deepwater Waves
The wave height at a certain place in the field is determined as the result of transformations by shoaling and
breaking, which depend on the water depth at that place, and those by diffraction and refraction, which depend
on the planar topographical conditions at that place. However, in hydraulic model experiments on the
transformation or overtopping of waves in a two-dimensional channel or in two-dimensional analysis by wave
transformation theory, planar topographical changes are not taken into consideration. When applying the results
of a two-dimensional model experiment or a theoretical calculation to the field, it is thus necessary to
incorporate in advance the special conditions of the place in question, namely the effects of planar topographical
changes (specifically the effects of diffraction and refraction), into the deepwater waves for the place in
question, thus adjusting the deepwater waves into a form whereby they correspond to the deepwater incident
wave height used for the experiment or theoretical calculation. The deepwater wave height obtained by
correcting the effects of diffraction and refraction with their coefficients is called the equivalent deepwater
wave height.
The equivalent deepwater wave height at the place for which design is being carried out is given as follows:
H0 = Kd Kr H0
(4.1.1)
where
Kr refraction coefficient for the place in question (see 4.5.2 Wave Refraction)
Kd diffraction coefficient for the place in question (see 4.5.3 Wave Diffraction)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
[Technical Notes]
(1) Small Amplitude Wave Theory
The fundamental properties of waves are expressed as the functions of the wave height, period, and water depth.
Various characteristics of shallow water waves as obtained as a first approximation by small amplitude wave
theory are listed below. Note that, with regard to the coordinates, the positive x direction is taken in the direction
of wave travel and the positive z direction vertically upwards with z = 0 corresponding to the still water level.
The water depth h is assumed to be constant and wave characteristics are assumed to be uniform in the
transverse direction (y direction).
(a) Surface elevation (displacement from still water level) (m)
2p
2p
H
h ( x ,t ) = ---- sin ------x ------t
L
2
T
where
h
H
L
T
(4.1.2)
(4.1.3)
where
h water depth (m)
g gravitational acceleration (m/s2)
(c) Wave velocity (m/s)
gT
2ph
C = ------ tanh ---------- =
2p
L
gL
------ tanh 2ph
---------2p
L
(4.1.4)
644474448
(z + h)
cosh 2p
----------------------2p
2p
L
pH
u = ------- ----------------------------------- sin ------x ------t
L
T
2ph
T
sinh ---------L
2p ( z + h )
cosh ----------------------2p
2p
L
pH
w = ------- ----------------------------------- cos ------x ------t
T
2ph
L
T
sinh ---------L
where
u component of water particle velocity in the x direction (m/s)
w component of water particle velocity in the z direction (m/s)
(4.1.5)
644474448
2p ( z + h )
cos h ----------------------2p
2p
L
2p 2 H
du
----------------------------------- cos ------x ------t
------ = ------------2
2ph
L
T
dt
T
sinh ---------L
2p ( z + h )
cos h ----------------------2p
2p
L
2p 2 H
dw
----------------------------------- sin ------x ------t
------- = ------------2
T
L
2ph
dt
T
sinh ---------L
where
du
------ component of water particle acceleration in the x direction (m/s2)
dt
dw
------- component of water particle acceleration in the z direction (m/s2)
dt
-34-
(4.1.6)
(4.1.7)
where
r0 density of water (1.01~1.05 103 kg/m3 for seawater)
(g) Mean energy of wave per unit area of water surface (J)
1
E = E k + E p = --- r 0 gH 2
8
(4.1.8)
where Ek and Ep are the kinetic and potential energy densities respectively, with Ek = Ep.
(h) Mean rate of energy transported in the direction of wave travel per unit time per unit width of wave (N m/m/s)
W = CG E = nCE
CG = nC
(4.1.9)
(4.1.10)
where
CG group velocity of waves (m/s)
4ph
----------
1
L
n = --- 1 + ---------------------
2
4ph
sinh ----------
(4.1.11)
(4.1.12)
As expressed in equation (4.1.12), the wavelength, wave velocity, and group velocity for deepwater waves
depend only on the period and are independent of the water depth.
(b) Wavelength of long waves
Waves for which the wavelength is extremely long compared with the water depth (h/L < 1/25) are called the
long waves. Various characteristics of long waves may be obtained from the equations of small amplitude
wave theory by taking h/L to be extremely small. The wavelength, wave velocity, and group velocity for long
waves thus become as follows:
L = T gh (m)
C = CG =
(4.1.13)
gh (m/s)
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(4.1.14)
h/L
0.03
0.05
0.07
0.10
0.14
1.50
1.50
1.43
1.25
0.97
0.2
0.3
0.5
0.7
0.68
0.49
0.25
0.27
-36-
(4.1.15)
where
p(H/H) probability density function of wave heights
H mean wave height (m)
According to the Rayleigh distribution, the highest one-tenth wave height H1/10, the significant wave height
H 1 3 , and the mean wave height H are related to one another by the following equations:
678
H 1 10 = 1.27H 1 3
H 1 3 = 1.60H
(4.1.16)
On average, these relationships agree well with the results of wave observations in situ.
The highest wave height Hmax is difficult to determine precisely as will be discussed in (2) below, but in
general it may be fixed as in the following relationship:
H max = ( 1.6 2.0 )H 1 3
(4.1.17)
(4.1.18)
It should be noted however that as waves approach the coast, waves with the heights greater than the breaking
limit begin to break and that their heights are reduced. Thus it is not possible to use the Rayleigh distribution for
the wave heights within the breaker zone.
(2) Occurrence Probability of the Highest Wave Height
The highest wave height Hmax is a statistical quantity that cannot be determined precisely; it is only possible to
give its occurrence probability. If the wave height is assumed to follow a Rayleigh distribution, then the
expected value Hmax of Hmax , when a large number of samples each composed of N waves are ensembled, is
given as follows:
0.5772
(4.1.20)
H max = 0.706 l n N + ---------------- H 1 3
2 l n N
It should be noted, however, that when Hmax is obtained for each of a large number of samples each containing
N waves, there will be a considerable number of cases in which Hmax exceeds Hmax. Thus a simple use of Hmax
as the design wave might place structures on a risky side. One can thus envisage the method in which a wave
height (Hmax)m with m = 0.05 or 0.1 is used, where (Hmax)m is set such that the probability of the value of Hmax
exceeding (Hmax)m is m (i.e., the significance level is m). The value of (Hmax)m for a given significance level m is
given by the following equation:
N
( H max ) m = 0.706H 1 3 l n ----------------------------------
l n [ 1 ( 1 m ) ]
(4.1.21)
-37-
TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Table T- 4.1.4 lists the values obtained from this equation. Because Hmax is not a definite value but rather a
probabilistic variable, the value of Hmax / H1/3 varies greatly with N and m. However, considering the facts that the
wave height only approximately follows a Rayleigh distribution and that the wave pressure formula has been derived
while containing a certain scatter of experimental data, it is appropriate to use Hmax = (1.6 ~ 2.0) H1/3 by neglecting
the very small or large values in the table.
Table T- 4.1.4 Relationship between Highest Wave Height Hmax and Significant Wave Height H1/3
Number of waves
N
50% significance
level
(Hmax) 0.5
Mode
(Hmax) mode
1.40H1/3
1.52H1/3
1.63H1/3
1.76H1/3
1.86H1/3
1.95H1/3
2.05H1/3
2.12H1/3
50
100
200
500
1,000
2,000
5,000
10,000
Mean
(Hmax)
1.46H1/3
1.58H1/3
1.68H1/3
1.81H1/3
1.91H1/3
2.00H1/3
2.10H1/3
2.19H1/3
1.50H1/3
1.61H1/3
1.72H1/3
1.84H1/3
1.94H1/3
2.02H1/3
2.12H1/3
2.19H1/3
10% significance
level
(Hmax) 0.1
1.76H1/3
1.85H1/3
1.94H1/3
2.06H1/3
2.14H1/3
2.22H1/3
2.31H1/3
2.39H1/3
5% significance
level
(Hmax) 0.05
1.86H1/3
1.95H1/3
2.03H1/3
2.14H1/3
2.22H1/3
2.30H1/3
3.39H1/3
2.47H1/3
(4.1.22)
where
f frequency
q azimuth from the principal direction of the wave
S(f,q) directional spectrum
In the above, S(f) is a function that represents the distribution of the wave energy with respect to frequency; it is
called the frequency spectrum. G(f,q) is a function that represents the distribution of the wave energy with
respect to direction; it is called the directional spreading function.
The functions expressed in the following equations may be used for S(f) and G(f,q). The frequency spectrum
of equation (4.1.23) is called the Bretschneider-Mitsuyasu spectrum, while equation (4.1.24) is called the
Mitsuyasu type spreading function.
2
4 5
qmax
G ( f, q ) dq = 1
(4.1.23)
(4.1.24)
(4.1.25)
min
f
S = S max -----
f m
f fm
64748
where qmax and qmin are respectively the maximum and minimum angles of deviation from the principal
direction.
The term S in equation (4.1.24) is a parameter that represents the degree of directional spreading of wave
energy. It is given by the following formulas:
f 2.5
: f > fm
S = S max -----
f m
(4.1.26)
where fm is the frequency at which the spectrum peak appears. It may be represented in terms of the significant
wave period T1/3 as in the following equation:
f m = 1 ( 1.05T 1 3 )
(4.1.27)
If the units of H1/3 and T1/3 are meters and seconds respectively, then the units of S(f,q) are m2s.
-38-
S max
(p)0
h/L0
4 5
(4.1.28)
The peak frequency for equation (4.1.28) is about 8% lower than that for equation (4.1.23), the spectral density
at the peak is about 18% higher, and overall the spectrum is shifted towards the low frequency side. At the very
least, it is advisable to use the spectral form expressed by equation (4.1.28) for the target spectrum in hydraulic
model experiments.
(5) Relationship between Wave Spectrum and Typical Values of Wave Characteristics
(a) Wave spectrum and typical value of wave height
If the probability density function for the occurrence of a wave height H is assumed to follow the Rayleigh
distribution, then the relationship between the mean wave height H and the zeroth moment of the wave
-39-