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Therefore, Energy to be absorbed by the fender system is: These variables are covered in detail on the following pages.

EFender = EShip x f Also, convenient charts are provided in Section 2.3 which indicate the

Where amount of berthing energy generated by various ship sizes under

f = Ce x Cm x Cs x Cc standard conditions.

Cm = Virtual Mass Factor Cc = Berth Configuration Coefficient

2.1 KINETIC ENERGY EQUATION c) Eccentricity – Ce

Usually the ship is not parallel to the pier face during berthing. As a result, not

The equation detailing the variables: all of the Kinetic Energy will be transmitted to the fenders. At impact, the ship

EFender = 1/2 MV2 x Ce x Cm x Cs x Cc will start to rotate around the contact point thus dissipating part of its energy.

Schematic diagram of berthing ship

L

2.2 VARIABLES

B

a) Mass - M a

av ity

One or more of the following weights should be readily available from the Center of Gr

facility user: K

Displacement Tonnage - DT

This is the weight of the water displaced by the immersed

DOCK

part of the ship.

Dead Weight Tonnage - DWT

This is the weight that the ship can carry when loaded to a The following graph illustrates the relationship between the eccentricity

specified load draft. (Includes cargo fuel, stores, crew, passen- coefficient and the distance "a" (as shown above).

gers.) It is the most common measurement. 1.0

Gross Tonnage - GT .8

This is based on the cubic capacity of the ship below the ton- .6

Ce

When calculating the mass - M, use the loaded displacement .2

tonnage DT. Typically DT is 30% - 40% greater than DWT. 0

0 .1L .2L .3L .4L .5L

Where: M = DT

g

Alternatively, it is represented by the formula:

DT = Displacement Tonnage (tonnes)

g = Acceleration Due to Gravity = 9.81 M/Sec2 Ce = K2

a2 + K2

Where:

b) Velocity - V K = radius of longitudinal gyration of the ship

As can be seen from the Kinetic Energy Equation, the energy to be a = distance between the ship's center of gravity and the

absorbed is a function of the square of the approach velocity. For this point of contact on the ship's side projected onto the

reason, DETERMINING THE VELOCITY IS ONE OF THE MOST IMPORTANT longitudinal axis (in terms of L - the ship's length)

DECISIONS IN THE DESIGN. The choice of design velocity (velocity compo-

The value of K is related to the block coefficient of the ship and its length.

nent normal to the dock) is a judgement based on ship size, site exposure

It can be approximated by the following expression:

and berthing procedure. Environmental aspects such as wind and current

forces may be an influence. Section 2.4 b) describes how these forces can

K = (0.19 Cb + 0.11) x L

be calculated. Consultation with Port Management, ship operators and any

other available information should be used when making the judgement. and the block coefficient Cb

The following chart is offered as a guide to assist in selecting a design velocity:

Cb = DT

D x B x L x Wo

VELOCITY (C M/ SE C )

80

5 NAVIGATION CONDITIONS

Navigation Where:

60 4 1. Easy Docking; Sheltered

Conditions DT = Displacement of the ship (tonnes)

2. Difficult Docking; Sheltered

3 D = Draft (m)

40 3. Easy Docking; Exposed

B = Width (m)

2 4. Good Docking; Exposed

20 L = Length (m)

1 5. Difficult Docking; Exposed

Wo = Water Density (tonnes/M3)

0 Typical Seawater Wo = 1.025 tonnes/W3 (64 Ib/ft3)

1 2 5 10 20 50 100 200 500 Typical Freshwater Wo = 1.00 tonnes/W3 (62.3 Ib/ft3)

DWT x 1000

29

www.DuramaxMarine.com

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