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Net Tonnage(NT):
Total Volume of cargo that is carried by the vessel. Total weight of the vessel and cargo when the ship is loaded to draft line. Weight of cargo, fuel, passenger, crew and food on the vessel.
Weight of Vessel. Weight of ship and the water added to the ballast compartment to improve its stability after it has
Ballast Weight(BW):
Side Berthing is the most typical case for docks. The Berthing Energy is calculated by the following kinetic equation:
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Where
WD : Water displacement of the berthing ship (Tons, Kg, Lbs). - This is the Total Displacement Tonnage(DPT) of the
vessel. If you do not have this information you may use our tables to view standard vessel's information by type and sizes. Please click here to view our tables.
VB : Berthing velocity of the Ship at the movement of impact against the fender (m/sec, ft/sec) - Berthing
velocity is an important parameter in fender system design. It depends on the size of the vessel, loading condition, port structure, and the ease of difficulty of the approach. Therefore the berthing velocity is preferred to be obtained from actual measurements or relevant existing statistical information. When the actual measured velocity is not available, the most widely used guide to estimate the berthing velovity is the Brolsma table, adopted by BSI, PIANC and other standards. To facilitate the calculations, designers can use tables, graphs or equations shown below.
CM : Virtual mass factor - As a vessel makes contact with the berth and its movement is suddenly stopped by the fenders, the
mass of water moving with the vessel adds to the energy possessed by the vessel. This is called "Mass Factor" or "Added Mass Coefficient" and the weight of the water is generally called "Additional Weight ". The added mass coefficient makes up for the body of water carried along with the ship as it moves sideways through the water. As the vessel is berthing a body of water is carried along with the ship as it moves sideways through the water. As the ship is stopped by the fenders, the momentum of the entrained water continues to push against the ship and this effectively increases its overall mass. CM is normally calculated with the following formula:
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Another calculation method for the virtual mass factor is: where, D: Full Load Draft L: Ship Length : Sea Water Density(1.025 t/m3)
CE : Eccentricity factor - In the case when a vessel contacts a berth at a point near its bow or stern, the reaction force with give
a rotational movement, which will dissipate a part of the vessel's energy.
To determine the Eccentricity Coefficient, you must firstly calculate the radius of gyration(K), the distance from the vessels center of mass to point of impact(R), the velocity vector angle( ) and berthing angle( ) using the following formulas:
Where K: Radius of rotation of the vessel (usually 1/4 of the vessel's length) R: Distance of the line paralleled to wharf measured from the vessel's center of gravity to the point of contact. Usually 1/4- 1/5 of vessel's length. C B: Block Coefficient, which is related to the hull shape and is is calculated as follows:
Where, WD: Water displacement of the berthing ship(Tons, Kg, Lbs) : Sea Water density(1.025 Tons/m3) LBP: Length between perpendiculars. Please see sketch below for better explanation:
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x: Distance from bow to point of impact B: Beam(m, ft) If the Length, beam and draft are not known, this table can be used to estimate the block coefficient :
You may also use the following formula to calculate the eccentricity coefficient:
Some designers prefer to calculate the eccentricity coefficient using the simplified formula above. Care should be used as this method can lead to an underestimation of Berthing Energy when the berthing angle( ) is greater than 10 degrees and/or the point of impact is aft of quarter-point(x > LBP/4). To verify your calculations, the eccentricity coefficient values generally fall within the following limits:
CC : Berth configuration factor - This is the portion of berthing energy which is absorbed by the cushion effect of water between
the approaching vessel and the quay wall. The smaller the draft(D) of the vessel is, or the larger the under keel clearance(KC), the more trapped water can escape under the vessel, and would give a higher CC value. Also, if the berthing angle of the vessel is greater than 5, we can consider CC = 1. Case 1: Closed Dock A Closed Dock would be a wharf, where you have a concrete wall going directly to the sea ground. In this case the quay wall will push back all the water that is being moved by the vessel. This creates a resistance factor that can be calculated as follows: If KC D / 2, C C 0.8 If KC > D / 2, C C 0.9 Case 2: Open or Semi-Closed Dock A Semi-Closed Dock is a Dock that water can flow underneath the dock, but the depth changes below the dock. Open Dock is usually a dock with piles underneath and the water can flow freely underneath the dock. In such case we can assume the following value of 1. CC 1
CS : Softness factor - This is the portion of berthing energy which is absorbed by the deformation of the vessel's hull and fender.
When a soft fender is used, CS can be ignored. Otherwise, we can assume a value for CS 0.9
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investment.
Fender Spacing: This calculations are critical, due to the possibility of a vessel hitting the dock structure while berthing at an angle. As per British Standards, for continuous quay, the installation pitch is recommended to be less than 15% of the vessel. Minimum installation pitch of fender can be calculated with the following equation:
Where S: Maximum spacing between fenders RB: Bow radius of board side of vessel(m, ft) PU: Uncompressed Height of fender including panel(m, ft) C : Fender height in rated compression. : Fender deflection(m, ft) If the bent radius(RB) is not known, we can estimate by the vessel's overall length(LOA) and width(B) as follows:
For vertical orientation arrangement, the types and sizes of all ships berthing shall be considered. All possible tides vary scope. To assure safe berthing we must consider the height and draft of the smallest and largest vessels to determine the point of contact on the structure. Do not design your arrangements considering only the largest vessels berthing in your dock, since your design might not work for smaller vessels berthing in your dock.
Hull pressures are calculated using the frontal panel area(excluding lead-in chamfers) as follows:
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Where P: Hull Pressure(N/m2, psi) R: Combined Reaction Forces of all rubber fenders A1: Valid Panel Width excluding lead-in chamfers(m) B1: Valid Panel Height excluding lead-in chamfers(m) PP: Permissible hull pressure(N/m2, psi)
Approximate Hull Pressure for other fender types: The above formula and table apply to berths fitted with frontal panel systems. However, many berths use Cylindrical and Arch fenders safely and without damaging the ship's hull, despite the fact that these fenders exert higher hull pressures. The Arch Fenders have hull pressures of 760~1300kN/m2. Cylindrical Fenders have 460~780kN/m2. Also bear in mind that when cylindrical fenders are used with large chains or bar fixings through the central bore, the hull pressure will be higher to approximately double the above figures. Again there is no evidence to show that this causes hull damage.
Selection and Calculation of Chain: There are three types of chains in fender systems: 1. Tension Chain: The main function of the tension chain is to protect the fender from damage while it is under compression. 2. Weight Chain: The weight chained is used to support the weight of the frontal and face panel. 3. Shear Chain: This chain protects the fender from damage while in shear deflection. The following should be noted in the chain design: -Chain dimensions should be as exact as possible. Not too loose, not too tight. -The chain can not be twisted as this reduces the load capacity. -Open Link is preferred. -The initial(static) angle of the chain is important. Normally weight chains are set at a static angle of 15 - 25 to the vertical and shear chains are set to 20 - 30 to the horizontal. -All chains must be designed or selected with a safety factor of 2 to 3 times of the work load. -The dimensions of the shackle is usually the same as the chain, but if the shackle is required to bear the same load with the chain, then a thicker shackle is preferred.
Where, 1: Static Angle of Chain() h1: Static offset between brackets(m, ft) 2: Dynamic Angle of Chain() h2: Dynamic offset between brackets at F(m, ft) D: Fender compression(m, ft) R: Reaction Force of rubber units behind the frontal panel(N, Lbs) W: Weight of the panel face(N, Lbs) FL: Safe working Load of chain(N, Lbs) L: Bearing length of chain(m, ft) n: number of chains acting together
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n: number of chains acting together : Friction coefficient of face pad. Usually equals 0.15 for UHMW-PE facings.
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End Berthing:
Please note that this information is only for reference. Please allow us to confirm your fender selection. Provide us with all the information needed to assure your selection. Please contact us. We will provide you with support for your fender system. We are committed to our clients from the design to the installation and even for future maintenance inspections and consulting. Please fill up our design condition form and send it to us. To download or access our design inquiry form, please click here.
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