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PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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Chapter 5 Earth Pressure and Water Pressure
Public NoticeEarth Pressure and Water Pressure
Article 14 1Earthpressureshallbesetappropriatelybasedonthegroundconditionsinconsiderationofthestructureofthefacilitiesconcerned,imposedloads,theactionofearthquakegroundmotions,andothers.
2Residual water pressure shall be set appropriately in consideration of the structure of the facilitiesconcerned,thesurroundinggroundconditions,tidelevels,andothers.
3Dynamic water pressure shall be set appropriately in consideration of the structure of the facilitiesconcerned,theactionofearthquakegroundmotions,andothers.
[Technical Note]
1 Earth Pressure1.1 GeneralThebehaviorofsoilvarieswithphysicalconditionssuchasgrainsize,voidratioandwatercontent,andwithstresshistoryandboundaryconditions,whichalsoaffectearthpressure.Theearthpressurediscussedinthischapteristhepressurebyordinarysoil.Theearthpressuregeneratedbyimprovedsoilandreinforcedsoilwillrequireseparateconsideration.Theearthpressureduringanearthquakefordesignmentionedherein,isbasedontheconceptoftheseismiccoefficientmethodand isdifferent from theactualearthpressuregeneratedduringanearthquakecausedbydynamicinteractionbetweenstructures,soilandwater. However, thisearthpressurecangenerallybeusedinperformanceverificationsasrevealedbyanalysesofpastdamageduetoearthpressuresduringearthquakes. Thehydrostaticpressureanddynamicwaterpressureactingonastructureshouldbecalculatedseparately.
(1)EarthPressure(RelatingtoItem1ofthePublicNoticeAbove)Insettingearthpressure,appropriateconsiderationshouldbegiventotheearthpressurestate,namelywhetheritisanactiveorapassiveearthasaresultofstructurebehavioretc.,andthedesignsituation,inaccordancewiththetypeofsoilqualitysuchassandyorcohesivesoilandthestructuralcharacteristicsofthesubjectfacility.
(2)ResidualWaterPressure(RelatingtoItem2ofthePublicNoticeAbove)Residualwaterpressurementionedhereinreferstothewaterpressurearisingfromthedifferenceinwaterlevelsonthefrontsideandrearsideofthefacility.Thisdifferencemustbegivendueconsiderationinsettingresidualwaterpressure.
(3)DynamicWaterPressure(RelatingtoItem3ofthePublicNoticeAbove)Inverifyingtheperformanceoffacilitiessubjecttothetechnicalstandard,properconsiderationshouldbegiven,asrequired,totheeffectofdynamicwaterpressure.
(4)OtherInverifyingtheperformanceoffacilitiessubjecttothetechnicalstandard,buoyancyshouldbeconsidered,asrequired,inadditiontothesesettings.
1.2 Earth Pressure at Permanent Situation1.2.1 Earth Pressure of Sandy Soil
(1)Theearthpressureofsandysoilactingonthebackfacewallofstructureandtheangleofslidingsurfaceshallbecalculatedbythefollowingequations:
① Activeearthpressureandtheangleoffailuresurface
(1.2.1)
(1.2.2)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
where
② Passiveearthpressureandtheangleoffailuresurface.
(1.2.3)
(1.2.4)
where
with pai,ppi :active andpassive earth pressures, respectively, acting on the backface of thewall at the bottomlevelofthei-thsoillayer(kN/m2) φi :angleofinternalfrictionofthei-thsoillayer(°) γ i :unitweightofthei-thsoillayer(kN/m3) hi : thicknessofthei-thsoillayer(m) Kai,Kpi :coefficientsofactiveandpassiveearthpressures,respectively,inthei-thsoillayer ψ :angleofbatterofbackfacewallfromverticalline(°) β :angleofbackfillgroundsurfacefromhorizontalline(°) δ :angleoffrictionbetweenbackfillingmaterialandbackfacewall(°) ζ i :angleoffailuresurfaceofthei-thsoillayer(°) ω :uniformlydistributedsurchargeonthegroundsurface(kN/m2)
(2)TheearthpressureatpermanentsituationisbasedonCoulomb'searthpressuretheory.
(3)Earthpressureatrestasexpressedbyequation (1.2.5)maybeusedwhenthereislittledisplacementbecauseofthewallbeingconfined.
(1.2.5)
where K0 :coefficientofearthpressureatrest
(4)AngleofInternalFrictionofSoilTheangleofinternalfrictionofbackfillsoilnormallyhasavalueof30°.Incaseofespeciallygoodbackfillingmaterial,itcanbesetaslargeas40°.Itispossibletousetheresultsofsoiltestsand/ortoestimatetheangleofinternalfrictionofsoilbyreliableestimationformulas.
(5)AngleofFrictionbetweenBackfillingMaterialandBackfaceWallTheangleoffrictionbetweenbackfillingmaterialandbackfacewallnormallyhasavalueof±15–20°.Itmaybeestimatedasone-halfoftheangleofinternalfrictionofbackfillingmaterial.
(6)UnitWeightofSoil.Theunitweightofsoilnormallyhasavalueof18kN/m3asunsaturatedsoilsuchasasoilabovetheresidualwaterlevel,and10kN/m3assaturatedsoilbelowit.
(7)CalculationFormulaforResultantForceofEarthPressureThe resultant forceofearthpressure iscalculatedat each layer. Theobjective force for the i-th layercanbecalculatedusingequation(1.2.6).
(1.2.6)
Moreover,thehorizontalandverticalcomponentsoftheresultantforceofearthpressurecanbecalculatedusingequations(1.2.7)and(1.2.8).
(1.2.7)
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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(1.2.8)where
Pih:horizontalcomponentoftheresultantforceofearthpressurePiv:verticalcomponentoftheresultantforceofearthpressure
Fig. 1.2.1 Schematic Diagram of Earth Pressure Acting on Retaining Wall
1.2.2 Earth Pressure of Cohesive Soil
(1)The earth pressure of cohesive soil acting on the backfacewall of structure shall generally be calculated byfollowingequations:
① ActiveEarthPressure
(1.2.9)
② PassiveEarthPressure
(1.2.10)
where pa :activeearthpressureactingonthebottomlevelofthei-thsoillayer(kN/m2) pp :passiveearthpressureactsonthebottomlevelofthei-thsoillayer(kN/m2) γ i :unitweightofthei-thsoillayer(kN/m3) hi :thicknessofthei-thsoillayer(m) ω :uniformlydistributedsurchargeonthegroundsurface(kN/m2) c :cohesionofsoil(kN/m2)
(2)Theearthpressureofcohesivesoil isverycomplex. Theequationsabovearebasedonexpedientcalculationmethodsandmustbeappliedwithcare.
(3)Active earth pressure can be calculated using equation (1.2.9). If a negative earth pressure is obtained bycalculation,thepressureshouldbeassumedtobezerodowntothedepthwherepositiveearthpressureexerts.
(4)Equation (1.2.11)maybeusedforearthpressureatrest.
(1.2.11)
where K0 :coefficientofearthpressureatrest
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(5)CohesionofSoilCohesionofsoilshouldbedeterminedusinganappropriatemethod,refertoChapter 3,2.3.3 Shear Characteristics.Forexample,equation (1.2.12)shouldbeusedwhenusingresultsofunconfinedcompressiontests.
(1.2.12)
where qu :unconfinedcompressivestrength(kN/m2)
(6)AngleofFrictionbetweenBackfillingMaterialandBackfaceWallIncaseofcohesivesoil,thecohesionbetweenbackfillandbackfacewallshouldbeignored.
(7)UnitWeightofCohesiveSoilTheunitweightofcohesivesoilshouldbeestimatedbysoiltest.Thewetunitweightγ tshouldbeusedforsoilsabovetheresidualwaterlevel,andthesubmergedunitweightγ ' beusedforsoilsbelowtheresidualwaterlevel.
1.3 Earth Pressure during Earthquake1.3.1 Earth Pressure of Sandy Soil
Theearthpressureofsandysoilactingonabackfacewallofstructureduringanearthquakeandtheangleoffailuresurfaceshallbecalculatedbyfollowingequations:
(1)ActiveEarthPressureandtheAngleofFailureSurfacefromtheHorizontalSurface
(1.3.1)
(1.3.2)
where
(2)PassiveEarthPressureandtheAngleofFailureSurfacefromtheHorizontalSurface
(1.3.3)
(1.3.4)
where
The notations pai,ppi,Kai,Kpi,ζ i,ω,γi,hi,ψ,β,δ and φi, are the same as those defined in 1.2 Earth Pressure at Permanent Situation, equation (1.2.1) to(1.2.4).Also,θisdefinedasfollows.
θ :compositeseismicangle(º)shownasfollowing(a)or(b):(a) θ =tan–1k(b)θ =tan–1k'
wherekandk'areasshownbelow; k :seismiccoefficient k' :apparentseismiccoefficient
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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(3)Apparentseismiccoefficientshallbeinaccordancewith1.3.3 Apparent Seismic Coefficient.
(4)EarthpressureduringanearthquakeisbasedonthetheoriesproposedbyMononobe1)andOkabe.2)
(5)AngleofFrictionBetweenBackfillingMaterialandBackfaceWallAngleoffrictionbetweenbackfillingmaterialandbackfacewallnormallyhasavalueof±15andbelow.Itmaybeestimatedasone-halfoftheangleofinternalfrictionofbackfillingmaterial.
(6)EarthPressurebelowResidualWaterLevelGenerally,theearthpressuredistributionabovetheresidualwaterlevelandbelowtheresidualwaterlevelshouldbedeterminedbyusingtheseismiccoefficientinairandtheapparentseismiccoefficientshownin1.3.3 Apparent Seismic Coefficientrespectively.Thecompositeseismicanglek isusedforsoilsabovetheresidualwaterlevel,andk’isusedbelowit.
(7)CoefficientofEarthPressureThecoefficientofearthpressureandangleoffailuresurfacecanbeobtainedfromthediagramsinFig. 1.3.1.
(8)Theearthpressuretheoryassumesthatthesoilandtheporewaterbehaveintegrally.Thustheequationsmentionedabovecannotbeappliedtoliquefiedsoil.Itisnecessaryforliquefiedsoiltoevaluatetheseismicstabilityofthegroundandstructureswithdynamiceffectivestressanalysisormodeltests.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Fig. 1.3.1 Coefficient of Earth Pressure and Failure Angle
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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1.3.2 Earth Pressure of Cohesive Soil
Theearthpressureofcohesivesoilactingonawallofthestructureduringanearthquakeandtheangleofthefailuresurfaceagainstthehorizontalsurfaceshallgenerallybecalculatedasfollows:
(1)ActiveEarthPressureActiveearthpressureshallbecalculatedusinganappropriateearthpressure formulawhich takes theseismiccoefficientintoaccountsothatthestructuralstabilitywillbesecuredduringanearthquake.Generally,theactiveearthpressurecanbecalculatedusingequation (1.3.5)andtheangleoffailuresurfaceusingequation (1.3.6).
(1.3.5)
(1.3.6)
where pa :characteristicvalueoftheactiveearthpressure(kN/m2) γ i :unitweightofthesoil(kN/m3) hi :thicknessofthesoillayer(m) ω :surchargeloadperhorizontalsurfacearea(kN/m2) c :cohesionofthesoil(kN/m2) θ :expressedascompositeseismicangle 1tan kθ −= (°)or 1tan kθ − ′= (°). k :seismiccoefficient k' :apparentseismiccoefficient ζ a :angleofthefailuresurface(°)
(2)PassiveEarthPressurePassive earth pressure shall be calculated using an appropriate earth pressure formula so that the structuralstabilitywillbesecuredduringanearthquake. Therearemanyunknownfactorsconcerningthemethodfordeterminingthepassiveearthpressureofcohesivesoilduringanearthquake.Conventionally,however,equation (1.2.10)in1.2.2 Earth Pressure of Cohesive Soilforobtaining theearthpressureofcohesivesoil isused in linewithmethodsforearthpressurecalculationatPermanentsituation.Atpresent,equation (1.2.10)canbeusedasanexpedientmethod.
(3)Theapparentseismiccoefficientshouldbeusedtocalculatetheearthpressureofcohesivesoildowntotheseabottomduringanearthquake. Theapparentseismiccoefficientmaybesetaszerowhencalculatingtheearthpressureatthedepthof10mfromtheseabottomordeeper.However,iftheearthpressureatthedepthof10mbelowtheseabottombecomeslessthantheearthpressureattheseabottom,thelattershouldbeapplied.
1.3.3 Apparent Seismic Coefficient
(1)Theearthpressureactingonthesoilbelowthewaterlevelduringanearthquakecanbecalculatedaccordingtotheproceduresoutlinedin1.3.1 Earth Pressure of Sandy Soil and1.3.2 Earth Pressure of Cohesive Soil, byusingtheapparentseismiccoefficientwhichisgenerallydeterminedbythefollowingequation:
(1.3.7)
where k' :apparentseismiccoefficient γ t :unitweightofsoillayerabovetheresidualwaterlevel(kN/m3) hi :thicknessofthei-thsoillayerabovetheresidualwaterlevel(m) γ :unitweightintheairofsaturatedsoillayer(kN/m3) hj :thicknessofthej-thsoillayerabovethelayerforwhichearthpressureisbeingcalculatedbelow
theresidualwaterlevel(m) ω :surchargeloadperunitareaofthegroundsurface(kN/m2) h :thicknessofsoillayerforwhichearthpressureisbeingcalculatedbelowtheresidualwaterlevel(m) k :seismiccoefficient
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(2)Presently,equation (1.3.7) 3)isgenerallyusedforcalculatingearthpressureduringanearthquake,asitcanbeappliedtolight-weightfillingmaterialandothernewmaterials,andisbelievedtobethemostrationalmethod.
(3)Ontheassumptionthatsoilgrainandwatermoveinanintegratedmannerwithrespecttosoilunderthewaterlevelduringanearthquake,theforceofthegroundmotionactingonthesoilwouldbetheproductofthesoil'ssaturatedweightmultipliedbytheseismiccoefficient.Moreover,sincethesoilunderthewaterlevelisendowedwithbuoyancy,theverticalforceactingonthesoilisthesoil'sunder-waterweight.Therefore,theresultantforceonthesoilunderthewaterlevelduringanearthquakewouldbedifferentfromthatintheair.Whencalculatingearthpressureduringanearthquake,theequationfordeterminingearthpressureduringanearthquakeforsoilintheaircanalsobeusedwithsoilunderwaterbyapplyingapparentseismiccoefficientdeducedfromthecompositeseismicangle. Theverticalforceactingonsoilunderwaterincludestheweightofthesoillayersabovethelayerforwhichearthpressureisbeingcalculatedaswellasthesurchargeload.Henceapparentseismiccoefficientisaffectedbythesefactors.
First stratum
First stratum
First j stratum
First i stratum
Second stratum
Residual water level R.W.L.
Stratum for which earthpressure will be calculated
hj
ih
h
Fig. 1.3.2 Symbols for Apparent Seismic Coefficients
References
1) Mononobe,N.:SeismicCivilEngineering,Riko-ToshoPublishing,19522) Okabe,S.:GeneralTheoryonEarthPressureandSeismicStabilityofRetainingWallandDam,JournalofJSCEVol.10,No.
6,p.1277,19243) Arai,H.andT.Yokoi:Studyonthecharacteristicsofearthquake-resistanceofsheetpilewall(ThirdReport)Proceedingsof
3rdconferenceofPHRI,Vol.1l4No4,1975
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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2 Water Pressure2.1 Residual Water Pressure
(1)When mooring facilities etc. have watertight structures or when backfilling material and backfilling soil(hereinafterreferredtointhisparagraphas"backfilling")havelowpermeability,thereisatimedelayinthewaterlevelchangesinthebackfillingasopposedtothewaterlevelatthefrontandthedifferenceofwaterlevelappears.Whencarryingoutperformanceverificationsonmooringfacilitiesetc.,whatneedstobecheckedistheconditionsthatdevelopwhenthewaterlevelinthebackfillingishigherthanthatatthefrontandwhenthatdifferenceisatitsgreatest.Residualwaterpressurereferstothewaterpressureactingonthemooringfacilitiesetc.underthiscondition. Themagnitudeoftheresidualwater-leveldifferencevariesdependingonthepermeabilityofthewallsandsurroundingmaterialsmakingup themooring facility etc. aswell as the tidal range. Thegeneralvalues forresidualwater-leveldifferencebystructuraltypeareshowninsectionsrelatingtoperformanceverificationoftherespectivefacilities.Valuesotherthanthesegeneralvaluesmaybeusedwhendeterminingresidualwater-leveldifferencefromsurveysconductedonsimilarstructuresnearbyorfrompermeabilitycheckscarriedoutonthewallsandsurroundingground.
(2)Theresidualwaterpressurecausedbythetimedelayofwaterlevelchangesbetweenthesealevelandtheresidualwaterlevelcanbecalculatedusingthefollowingequation:
①Wheny islessthanhw
(2.1.1)
②Wheny isequaltoorgreaterthanhw
(2.1.2)
where pw :residualwaterpressure(kN/m2) ρwg :unitweightofseawater(kN/m3) y :depthofsoillayerfromtheresidualwaterlevel(m) hw :waterleveldifferencebetweenthewaterlevelinfrontandbehindthefacility(m)
Residual Water Level R.W.L
Resid
ual W
ater
Pre
ss
y
ghw wρ
wh
Fig. 2.1.1 Schematic Diagram of the Residual Water Pressure
(3)Theresidualwaterlevelisdeterminedinconsiderationoffactorssuchaspermeabilityofbackfillsoil,andtidalrange.Normallytheheighthw willbe1/3-2/3ofthetidalrange.
(4)Afterafacilityiscompleted,thepermeabilityofitswallsandsurroundingmaterialsmaydiminishwithtime.Therefore,when the anterior tidal range is sizeable, itwould be preferable to take that into consideration indeterminingresidualwater-leveldifference.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
2.2 Dynamic Water Pressure
(1) Items(2)through(8)belowshouldbefollowedwhenusingperformanceverificationequationsthatmakeuseofcharacteristicvaluesofdynamicwaterpressurewhereasitem(9)shouldbefollowedinperformingverificationsthat use techniques such as the finite elementmethod for taking the effects of dynamicwater pressure intoconsideration.
(2)Normally,methods based on the dynamicwater pressure on steady oscillation 1) are used for calculating thecharacteristicvaluesofthedynamicwaterpressure.However,inviewofthephaserelationshipofotheractions,whenaparticularneedarises,thedynamicwaterpressureonirregularoscillationshouldbecalculated. Also, ifa liquidoccupiesspaces inside thefacility, thedynamicpressureof the liquidmustbe takenintoconsideration.Ifdynamicwaterpressureisactingonbothsidesofthefacility,thesumoftheresultantforceofthedynamicwaterpressurebecomestwo-fold.Dynamicwaterpressureneedsnotbeconsideredinthefollowingcases:
①When performance verifications can be performed without taking dynamic water pressure directly intoconsiderationduetostructuralcharacteristics;
②Whenusingverificationmethodsthatdonottakedynamicwaterpressuredirectlyintoaccount.Thiswouldrequiresufficientrecordsofresults.
Morespecifically,thiswouldbeinthefollowingcases:
(a) Dynamicwaterpressureofporewaterinthecaissonfilling
(b)Dynamicwaterpressureofporewaterinbackfillingmaterialsandbackfillingsoilofmooringquaywallsetc.
(c) Dynamicwaterpressureforthebottomslabreinforcementdesignofcaisson
(3)Thedynamicwaterpressureduringanearthquakeforstructuresinwaterandfacilitieswithinteriorspacesthatarepartiallyorfullyfilledwithwatercanbecalculatedusingthefollowingequation:
(2.2.1)
where pdw :dynamicwaterpressure(kN/m2) kh :seismiccoefficient γw :unitweightofwater(kN/m3) H :heightofstructurebelowthestillwaterlevel(m) y :depthofthedynamicwaterpressurecalculationlevelfromthestillwaterlevel(m)
The resultant forceofdynamicwaterpressureand itsactingheightcanbecalculatedby the followingequation:
(2.2.2)
Here,Pdwandhdwarethefollowingvaluesandkh,pwandHareequaltothevaluesofkh,pwandHinitem(3)aboverespectively.
:resultantforceofdynamicwaterpressure(kN/m)
hdw :depthoftheactingpointofthedynamicwaterpressureresultantforcefromthestillwaterlevel(m)
(4)Theactionofthedynamicwaterpressurebothinthefrontandthebackofthewallisdirectedtowardsthesea.
(5)Inthecaseofstructuresusing1.3.3 Apparent Seismic Coefficient(equation (1.3.7)),thedynamicwaterpressureactingonthefrontsideofthewallshouldbedirectedseawards,anddynamicwaterpressureontherearsideofthewallneedsnotbeconsidered.
(6)Wherethewallisinclined,thedynamicwaterpressureactingonthatsurfaceissmallerthanthatactingonaverticalwall.Thisisbecause,thedirectionofmotionofthewaterparticlesarediverteddiagonallyupwardsalongtheinclinedsurface.DynamicwaterpressureinthiscasecanbecalculatedusingthemethodproposedbyZanger2)etal.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 5 EARTH PRESSURE AND WATER PRESSURE
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References
1) Westergaaard, H.M.: Water Pressures on Dams during Earthquakes, Journal of ASCE. Transactions, No,1835, pp.418-472,1933
2) Zanger, C.N.: Hydrodynamic Pressure on Dams due to Horizontal Earthquake, Proc. Exper. Stress Analysis, Vol.lO,No.2,1953
3) Iai,S.,Matsunaga,Y.andKameoka,T.:Strainspaceplasticitymodel forcyclicmobility,SoilsandFoundation,JapaneseSocietyofSoilMechanicsandFoundationEngineering,Vol.32,No.2,PP.1-15,1992
4) Zienkiewicz,O.C.:MatrixFiniteElementMethod,ThirdEdition,Bai-fuKanPublishing,1984
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Chapter 6 Ground Liquefaction
Public Notice Ground Liquefaction
Article 17Thepossibilityandextentofgroundliquefactionshallbeassessedwithappropriatemethodsbasedonthegroundconditionsandbytakingaccountoftheactionsfromearthquakegroundmotions.
[Commentary]
(1)EffectsofLiquefactionintheCaseofLevel1EarthquakeGroundMotionsAs for theconsiderationof liquefaction in thecaseof level2 earthquakegroundmotions,measuresagainstliquefactionaretakentoprotectthegroundconcernedwhenliquefactionispredictedandjudgedtooccur,takingaccountoftheeffectsofliquefactiononstructuresandthesurroundingsituationsofthefacilitiesconcerned.
(2)EffectsofLiquefactionintheCaseofLevel2EarthquakeGroundMotionsAsfortheconsiderationofliquefactioninthecaseofLevel2earthquakegroundmotions,themethodsoftakingmeasuresagainstliquefactionandthenecessityoftheirimplementationaredeterminedbasedonacomprehensiveevaluationofthesituationsofthefacilitiesconcerned.
[Technical Note]
1 GeneralThe subjects described in thisChaptermay refer toHandbook of Liquefaction Measures for Reclaimed Land (Revised Edition).1)
ThefollowingmethodsareforthestudyofgroundliquefactioninthecaseofLevel1earthquakegroundmotions.
As for theconsiderationof liquefaction in thecaseofLevel2earthquakegroundmotions, themethodsof takingmeasures against ground liquefaction and the necessity of their implementation shall be determined based on acomprehensiveevaluationofthesituationsofthefacilitiesconcerned.RefertoChapter 4 EarthquakesofthisPartIIandthedescriptionontheperformanceverificationoffacilitiesinPart3fortheevaluation.
2 Prediction and Judgment of Liquefaction
(1)Thepredictionandjudgmentofwhetherornotthegroundisliquefiedaregenerallyperformedbypropermethodsusinggrainsizesandstandardpenetrationtestvaluesortheresultsofcyclictriaxialtests.
(2)MethodsofPredictionandJudgmentofLiquefactionLiquefactionpredictionandjudgmentmethodsincludethemethodusinggrainsizesandNvaluesorthatusingtheresultsofcyclictriaxialtests.ThemethodusinggrainsizesandNvaluesissimpleandeasyandcanbegenerallyusedforpredictingandjudgingliquefaction.ThemethodusingtheresultsofcyclictriaxialtestsismoredetailedandcanbeusedwhenthepredictionandjudgmentusinggrainsizesandNvalueshavebeenfounddifficultandmoredetailedapproachesareneeded.
(3)PredictionandJudgmentofLiquefactionUsingGrainsizeandN-values.2)
① JudgmentbasedongrainsizeThesubsoilsshouldbeclassifiedaccordingtograinsize,byreferringtoFig.2.1,towhichapplicationdependsonthevalueoftheuniformitycoefficient.Thethresholdvalueoftheuniformitycoefficient(Uc=D60/D10)is3.5,whereUc istheuniformitycoefficient,andD60andD10denotethegrainsizescorrespondingto60%and10%passing,respectively.Soilisjudgednottoliquefywhenthegrainsizedistributioncurveisnotincludedintherange“possibilityofliquefaction”inFig. 2.1.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 6 GROUND LIQUEFACTION
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Clay Silt Sand GravelGrain size (mm)
For soil with large uniformity coefficient (Uc 3.5)
Perc
enta
ge p
assi
ng b
y m
ass (
%)
00.01 0.1 1.0 10
25
50
75
100
0.005 0.075 2.0
Very large possibilityof liquefaction
Possibility of liquefaction
Fig. 2.1(a) Range of Possible Liquefaction (Uc ≧ 3.5)
Perc
enta
ge p
assi
ng b
y m
ass (
%)
Clay Silt
Grain size (mm)
Sand Gravel
Very large possibilityof liquefaction
Possibility of liquefaction
For soil with small uniformity coefficient (Uc 3.5)
00.01 0.1 1.0 10
25
50
75
100
0.005 0.075 2.0
Fig. 2.1(b) Range of Possible Liquefaction (Uc < 3.5)
Whenthegrainsizedistributioncurvespansthe“possibilityofliquefaction”range,asuitableapproachisrequiredtoexaminethepossibilityofliquefaction.Forsoilwithalargeportionoffinegrainsizedistribution,acyclictriaxialtestshouldbecarriedout.Forsoilwithalargegravelportion,thesoilisdeterminednottoliquefywhenthecoefficientofpermeabilityis3cm/sorgreater.Whentherearesubsoilswithpoorpermeabilitysuchasclayorsiltontopofthetargetsubsoilinthiscase,however,itshouldbetreatedassoilthatfallswithintherangeof“possibilityofliquefaction”. Apermeabilitytestforthesoilwiththepermeabilityoflargerthan3cm/sshallbeaspecialmethod.3) Amethod of indirect estimation of permeability is availablewhen the permeabilitymeasurement is difficult.However,careaboutthesoilcharacteristics,suchascontentoffineparticlesshallbepaidtoapplytheindirectestimationmethod.
② PredictionandjudgmentofliquefactionusingequivalentN-valuesandequivalentaccelerationForthesubsoilwithagrainsizethatfallswithintherange“possibilityofliquefaction”showninFig. 2.1,furtherinvestigationsshouldbecarriedbythedescriptionsbelow.
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(a) EquivalentN-valueTheequivalentN-valueshouldbecalculatedfromequation (2.1).
(2.1)
where(N)65 :equivalentN-value N :N-valueofthesubsoil σv' :effectiveoverburdenpressureofthesubsoil(kN/m2) (Theeffectiveoverburdenpressureusedhereshouldbecalculatedwithrespecttotheground
elevationatthetimeofthestandardpenetrationtest.)
Fig. 2.2showstherelationshipgivenbyequation (2.1).Whenusingequation(2.3)describedbelow,theNvaluesthemselvesofthesoillayerareassumedtobeequivalentNvalues.
0
50
100
150
200
250
3000 10 20 30 40 50 60 70
(N )65 = 2(N
)65 = 5
(N )65 = 7(N )65 = 10
(N )65 = 15(N )65 = 20
(N )65 = 25(N )65 = 30
N-value
effe
ctiv
e ov
erbu
rden
pre
ssur
e (kN
/m2)
Fig. 2.2 Calculation Chart for Equivalent N-value, the Straight Lines show the Relationship between N-values and Effective Overburden Pressures when Relative Densities are Constant
(b)EquivalentaccelerationsEquivalentaccelerationsarecalculatedfromequation (2.2).Theyarecalculatedforeachsoillayerusingthemaximumshearstressesobtainedfromtheresultsoftheseismicresponseanalysesoftheground.
(2.2)where αeq :equivalentacceleration(Gal) τmax :maximumshearstress(kN/m2) σV’ :effectiveoverburdenpressure(kN/m2)(Notethattheeffectiveoverburdenpressuresusedfor
calculatingequivalentaccelerationsareobtainedbasedon thegroundheightsat the timeofearthquakes.)
g :gravitationalacceleration(980Gal)
(c) PredictionsandjudgmentusingtheequivalentN-valueandequivalentaccelerationThesubjectsoillayershouldbeclassifiedaccordingtotherangeslabeledI–IVinFig. 2.3,usingtheequivalentN-valueandtheequivalentaccelerationofthesoillayer.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 6 GROUND LIQUEFACTION
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Equivalent acceleration (Gal)
Equi
vale
nt N
-val
ue
ⅠⅡ
Ⅲ
Ⅳ
0 100 200 300 400 500 6000
5
10
20
25
30
15
(333,25)
(300,16)(300,16)(450,16)(450,16)
(150,7)(150,7)
(100,7)(100,7)(66,7)
Fig. 2.3 Classification of Soil Layer with Equivalent N-Value and Equivalent Acceleration
③ Prediction,judgmentandcorrectionofN-valueswhenthefractionoffinescontentisrelativelylarge.
(a)When the fines content, grain size of 75 μm or less, is 5% or greater, the equivalentN-value should becorrectedbeforeapplyingFig. 2.3,thenthesubjectsoilshouldbeevaluatedtowhichrangeofItoIVinFig. 2.3itfalls.CorrectionsoftheequivalentN-valuearedividedintothefollowingthreecases.
(b)Case1:whentheplasticityindexislessthan10orcannotbedetermined,orwhenthefinescontentislessthan15%; TheequivalentN-value,aftercorrection,shouldbesetas(N)65/cN.ThecorrectionfactorcNisgiveninFig. 2.4.TheequivalentN-value,aftercorrection,andtheequivalentaccelerationareusedtodeterminetherangeinFig. 2.4.
0 5 10 15 200
0.5
1.0
Com
pens
atio
n fa
ctor
fo
r equ
ival
ent N
-val
ue C
N
Fines content FC (%)
Fig. 2.4 Correction Factor of Equivalent N-Value Corresponding to Fine Contents
(c) Case2:whentheplasticityindexisgreaterthan10butlessthan20,andthefinescontentis15%orhigher;TheequivalentN-value,aftercorrection,shouldbesetasboth(N)65/0.5andN+ΔN,andtherangeshouldbedeterminedaccordingtothefollowingsituations,wherethevalueforΔNisgivenbythefollowingequation:
(2.3)
1) whenN +∆N fallswithintherangeI,userangeI.2)whenN +∆N fallswithintherangeII,userangeII.3) whenN +∆N fallswithintherangeIIIorIVand(N)65/0.5iswithinrangeI,IIorIII,userangeIII.4)whenN +∆N fallswithinrangeIIIorIVand(N)65/0.5iswithinrangeIV,userangeIV.
(d)Case3:whentheplasticityindexis20orgreater,andthefinescontentis15%orhigher;TheequivalentN-value,aftercorrection,shouldbesetasN +∆N.TherangeshouldbedeterminedaccordingtotheequivalentN-value,aftercorrection,andtheequivalentacceleration.
(e) Fig. 2.5showstherelationshipbetweenfinescontentandplasticityindexwhichisdescribedabove(b),(c)and(d).
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
No corrections
Correction with CN in Fig. 2.4
Correction with ΔN in Equation (2.3)
0 5 15
10
20
Plas
ticity
inde
x Ip
Fine contents FC (%)
Correction with CN in Fig. 2.4 and ∆N by equation (2.3)
Fig. 2.5 N-Value Correction Methods by Fine Contents and Plasticity Index
④ PredictionandjudgmentofliquefactionSinceliquefactionpredictionsmustalsoconsiderthefactorsotherthanphysicalphenomenasuchaswhatdegreeofsafetyshouldbemaintainedinthestructures,itisnotpossibletounconditionallyestablishanycriterionforjudgmentsregardingvariouspredictionresults.Table 2.1showsthejudgmentthatisconsideredasstandard. Inthistabletheterm“predictionofliquefaction”referstothehighorlowpossibilityofliquefactionasaphysicalphenomenon.Incontrast,theterm“judgmentofliquefaction”referstotheconsiderationofthehighorlowpossibilityofliquefactionanddeterminationofwhetherornotthegroundwillliquefy.
Table 2.1 Prediction and Judgment of Liquefaction for Soil Layer According to Ranges I to IV
RangeshowninFig. 2.3 Predictionofliquefaction Judgmentofliquefaction
I Possibilityofliquefactionoccurrenceisveryhigh Liquefactionwilloccur
II Possibilityofliquefactionoccurrenceishigh
Eithertojudgethatliquefactionwilloccurortoconductfurtherevaluationbasedoncyclictriaxialtests.
III Possibilityofliquefactionislow
Eithertojudgethatliquefactionwillnotoccurortoconductfurtherevaluationbasedoncyclictriaxialtests.Foraveryimportantstructure,eithertojudgethatliquefactionwilloccurortoconductfurtherevaluationbaseduponcyclictriaxialtests.
IV Possibilityofliquefactionisverylow Liquefactionwillnotoccur
(4)PredictionandJudgmentBasedontheResultsofCyclicTriaxialTests
①WhenitmaybedifficulttopredictandjudgethepossibilityofsubsoilliquefactionofthesubjectgroundfromtheresultsofgrainsizeandN-values,thepredictionandthejudgmentforsubsoilliquefactionshouldbemadewiththeresultsofaseismicresponseanalysisandcyclictriaxialtestsconductedonundisturbedsoilsamples.
② Theproperconsiderationofthestressstateinthegroundandtheirregularityoftheactionscausedbygroundmotionsisimportantfortheresultsoftheseismicresponseanalysesofthegroundandthoseofcyclictriaxialteststoshowactualphenomenaintheground.
(5)JudgmentofOverallLiquefactionIn the judgmentofoverall subsoil liquefaction for a siteconsistingof soil layers, thecomprehensivedecisionshouldbemadebasedonajudgmentforeachlayerofsubsoil.
(6)LiquefactionPredictionandJudgmentintheCaseofLong-durationGroundMotionsTheliquefactionpredictionandjudgmentmethodusinggrainsizesandN-valuesisanempiricalapproachforthecasesofgroundmotionswhoseprincipalmotionshavedurationofabout20seconds.Itshouldbenotedthatthis
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 6 GROUND LIQUEFACTION
–287–
methodislikelytogivepredictionandjudgmentresultsonthedangersideinthecaseswherethegroundmotionsconcernedhavelongduration.
(7)LiquefactionPredictionandJudgmentintheCasesofLong-periodGroundMotionsTheliquefactionpredictionandjudgmentmethodusinggrainsizesandN-valuesisanempiricalapproachforthecasesofgroundmotionswhoseprincipalmotionshaveaperiodofaboutonesecond.Itshouldbenotedthatthismethodislikelytogivepredictionandjudgmentresultsonthedangersideforcohesivesoilinthecaseswherethegroundmotionsconcernedhavealongperiod.
References
1) CoastalDevelopmentInstituteofTechnology(CDIT):Handbookofliquefactionofreclaimedland(RevisedEdition),19972) Yamazaki,H.,K.Zen andF.KoikeStudy of theLiquefactionPredictionBased on theGrainDistribution and theSPT
N-value,TechnicalNoteofPHRI,No.914,19983) TheJapanGeotechnicalSociety:SoilTestingMethodsandCommentary,pp.271-288,20004) JapanGeotechnicalSociety:GeotechnicalEngineeringHandbook,pp.16-20,1999
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Chapter 7 Ground Subsidence
Public NoticeGround Subsidence
Article 15Influenceofgroundsubsidenceshallbeassessedwithappropriatedmethodsbasedonthegroundconditionsin consideration of the structures of the facilities, imposed load, and the surrounding situations of thefacilitiesconcerned.
[Technical Note]
1.1.1 Ground Subsidence
Ground subsidence includes immediate settlement, consolidation settlement, uneven settlement, lateraldisplacementetc.Theeffectsofgroundsubsidenceshallbeevaluatedbasedongroundconditionsusingpropermethodsandproperlytakingaccountofthestructuresofthefacilitiesconcerned,surcharges,andthe actions caused by groundmotions. The evaluation of ground subsidence may refer toChapter 3 Geotechnical ConditionsofPart IIand2.5 Settlement of Foundation in Chapter 2 of Part III.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
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Chapter 8 Ships
Public NoticeDimensions of Design Ships and Related Matters
Article 181Thedimensionsofdesignships(hereinafterreferstotheshipsusedastheinputdataintheperformanceverification of the facilities subject to theTechnical Standards) shall be set according to themethodsprovidedinthesubsequentitems:(1)Inthecasewheredesignshipsareidentifiable,theirdimensionsshallbeused.(2)Inthecasewheredesignshipsareunidentifiable, thedimensionsshallbeproperlysetbasedonthe
statisticalanalysesofthedimensionsofshipsinoperation.2Theactionsfromshipberthing,shipmovements,andthetractionbyshipsshallbesetaccordingtothemethodsprovidedinthesubsequentitemscorrespondingtoasingleactionorthecombinationsoftwoormoreactionstobeconsideredintheperformancecriteriaandtheperformanceverificationofthefacilitiesconcerned:(1)Theactionsfromshipberthingshallbesetwithappropriatemethodsbytakingaccountofthedimensions
ofdesignships,thestructuresofthefacilitiesconcerned,berthingmethods,berthingvelocities,and/orothers.
(2)The actions from shipmovements shall be setwith appropriatemethods by taking account of thedimensionsofdesignships,thestructuresofthefacilitiesconcerned,mooringmethods,characteristicsofmooringsystem,andthewinds,waves,watercurrents,and/orothersactingondesignships.
(3)Theactionsfromthetractionbyshipsshallbesetwithappropriatemethodsbytakingaccountofthedimensionsofdesign ships,mooringmethods,and thewinds,waves,watercurrents, and/orothersactingondesignships.
[Commentary]
(1)PrincipalDimensionsofDesignShipsDesignshipsarethose,amongtheshipsusingthefacilitiesconcerned,whichareassumedtohavethemostsignificanteffectsontheperformanceverificationofthefacilities.Itshouldbenotedthatdesignshipsvarydependingonperformancecriteriatobeappliedevenforthesamefacilitiesandthattheyarenotalwaystheshipswiththelargestgrosstonnage.
(2)ActionsduetoShipBerthingandtheTractionbyShips①Actionscausedbyshipberthing
Theactionscausedbyshipberthingtomooringfacilitiesshallbeproperlyconsidered.Insettingtheactionscausedbyshipberthing,shipberthingenergycanbecalculatedusingpropermethodsbasedonshipmasses,shipberthingvelocities,virtualmassfactors,eccentricityfactors,flexibilityfactors,andtheberthconfigurationfactors.
②ActionscausedbyshipmovementsTheactionscausedbyshipmotionstomooringfacilitiesshallbeproperlydetermined.Methodstobeconsideredareoscillationcalculationetc.
③ActionsduetothetractionbyshipsThetractioncausedbyshipstomooringfacilitiesshallbeproperlydetermined.Thesettingofthetractionbyshipsproperlytakesaccountoftheactionscausedbymooredandberthedships.
[Technical Note]
1 Principal Dimensions of Design Ships
(1)Designshipsarethose,amongtheshipsexpectingtousethefacilitiesconcerned,whichareassumedtohavethemostsignificanteffectsontheperformanceverificationofthefacilities.Therefore,inthecasewheredesignshipsareidentifiable,theirprincipaldimensionsmaybeused.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
(2)In the case where design ships are unidentifiable in advance such case as the public port facilities, thestandardizedvaluesof tonnages, lengthsoverall, lengthsbetweenperpendiculars,moldedbreadths,andfullloaddraftsbyshiptypeshowninTable 1.1maybeusedforthedesigns.ThestandardvaluesinTable 1.1arepreparedbasedonthestatisticalanalysisofthedimensionsoftheexistingshipswithacoverageratioof75%foreachtonnagecategory.Thedataonthedimensionsofsmallcargovesselsusedforthestandardvaluesvarywidely,hencethedimensionsofsmallcargovesselsshouldbesetusingthevaluesinTable 1.2asreferencesandtakingintoconsiderationthetrendsofshipsinports.Thegrosstonnage,GT,giveninTable 1.1basicallymeans international gross tonnage, but in somecases it refers todomesticgross tonnagedependingon thecharacteristicsofthedatausedforsettingthestandardvalues.Suchcases,wherethegrosstonnage,meansthedomesticgrosstonnage,areclearlyindicatedinTable 1.1.Thetableusesthecommonlyusedtonnage,grosstonnageordeadweighttonnage,ofeachshiptypeastherepresentativeindex. Fig. 1.1showstheprincipaldimensionsusedinthetables.
Length overall (Loa)
Length between perpendiculars (Lpp)Full load water line
After perpendicularMolded breadth (B)
Forward perpendicular
W.L
W..L
Full
load
dra
ft ( d
)
Mol
ded
dept
h
Fig. 1.1 Principal Dimensions of Ships
Table 1.1 Standard Values of the Principal Dimensions of Design Ships
1 General cargo ships
DeadWeightTonnage
DWT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)1,0002,0003,0005,00010,00012,00018,00030,00040,00055,00070,00090,000120,000150,000
678292107132139156182198217233251274292
61758599123130147171187206222239261279
10.713.114.71720.721.824.428.330.732.332.338.74244.7
3.84.85.56.48.18.69.810.511.512.813.81516.517.7
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–291–
2 Container ships
DeadWeightTonnage
DWT(t)
Lengthoverall
Loa(m)
Lengthbetweenperpendiculars
Lpp(m)
Moldedbreadth
B(m)
Fullloaddraft
d(m)
Reference:Containercarryingcapacity
(TEU)10,00020,00030,00040,00050,00060,000100,000
139177203241274294350
129165191226258279335
22.027.130.632.332.335.942.8
7.99.911.212.112.713.414.7
500–8901,300–1,6002,000–2,4002,800–3,2003,500–3,9004,300–4,7007,300–7,700
3 Tankers
DeadWeightTonnage
DWT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)1,0002,0003,0005,00010,00015,00020,00030,00050,00070,00090,000100,000150,000300,000
637786100139154166184209228243250277334
57728297131146157175199217232238265321
11.013.214.716.720.623.425.629.134.338.141.342.748.659.4
4.04.95.56.47.68.69.310.412.012.914.214.817.222.4
4 Roll-On Roll-Off (RORO) ships
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraftd
(m)3,0005,00010,00020,00040,00060,000
120140172189194208
110130162174174189
18.921.425.328.032.332.3
5.86.57.78.79.79.7
(3,000,5,000,and10,000GTareinJapanesegrosstonnage)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
5 Pure Car Carrier (PCC) ships
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraftd
(m)3,0005,00012,00020,00030,00040,00060,000
112130135158179185203
103119123150175175194
18.220.621.824.426.731.932.3
5.56.26.87.98.89.310.4
(3,000and5,000GTareinJapaesegrosstonnage)
6 Liquefied Petroleum Gas (LPG) carriers
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraftd
(m)3,0005,00010,00020,00030,00040,00050,000
98116144179204223240
92109136170193212228
16.118.622.727.731.133.836.0
6.37.38.910.812.113.114.0
7 Liquefied Natural Gas (LNG) carriers
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)20,00030,00050,00080,000100,000
174199235274294
164188223260281
27.831.436.742.445.4
8.49.210.411.512.1
8 Passenger ships
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraftd
(m)3,0005,00010,00020,00030,00050,00070,000100,000
97115146186214255286324
88104131165189224250281
16.518.621.825.728.232.332.332.3
4.35.06.47.87.87.88.18.1
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–293–
9 Ferries9-1 Short-to-medium distance ferries (navigation distance of less than 300 km in Japan)
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)400700
1,0003,0007,00010,00013,000
567080124141166194
476071116130155179
11.613.214.418.622.724.626.2
2.83.23.54.65.76.26.7
(Allareindomesticgrosstonnage)
9-2 Long distance ferries (navigation distance of 300 km or more in Japan)
GrossTonnageGT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)6,00010,00015,00020,000
147172197197
135159183183
2225.128.228.2
6.36.36.96.9
(Allareindomesticgrosstonnage)
Table 1.2 Reference Values of the Principal Dimensions of Design Ships10 Small cargo vessels
DeadWeightTonnage
DWT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp (m)
MoldedbreadthB(m)
Fullloaddraftd
(m)500700
5358
4753
9.49.5
3.33.3
(3)Thetableforthestandardvaluesoftheprincipaldimensionsofdesignshipsshowstheprincipaldimensionsofshipsforstepwisetonnagecategories.ThesedimensionsareobtainedfromstatisticalanalysesbyTakahashietal.1),2)withoverallcoverageratioof75%.Someshipsthereforehavelargerdimensionsthanthoseofthesametonnagecategoryshipsgiveninthetable,andsomeothershipswiththetonnagecategorylargerthanthatsetfordesignshipshavedimensionssmallerthanthosegiveninthetable.
(4)Thedataof“LMIUShippingData(2004.1)”3)and“JapaneseRegisterofShips(2004)”4)areusedfordeterminingtheprincipaldimensionsofdesignships.
(5)Tonnage5)Thedefinitionsofthevarioustypesoftonnageareasfollows:
① GrossTonnageThemeasurement tonnage of sealed compartments of a ship, as stipulated in the “Law Concerning the Measurement of the Tonnage of Ships”.
② DeadWeightTonnageThemaximumweight,expressedintons,ofcargothatcanbeloadedontoaship.
③ DisplacementTonnageTheamountofwater,expressedintons,displacedbyashipwhenitisfloatingatrest.
(6)Theregressionequationsforgrosstonnages,GT,anddisplacementtonnages,DSP,areshowninTables 1.3and1.4, 1),2),6)respectively.TheyareapplicableontheconditionthatthecoefficientsofdeterminationR2andthestandarddeviationsσaroundtheregressionequationsaretakenintoconsideration.Theregressionequations
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
foreachshiptypeinthetablesareapplicablewithintherangeofthetonnagesshowninTable 1.1.
(7)The container ships of under-panamax, panamax, and over-panamax types have characteristic dimensionspeculiartoeachtype,andhencethesettingoftheirdimensionsmayrefertoTables 1.5to1.9.ThesettingofthedimensionsofverylargecrudeoilcarriermayrefertoTable 1.10.
(8)Theheightsoftheshipsdifferconsiderablyevenincaseofthesametypeandthesametonnage.Theperformanceverificationofbridgesandotherstructurescrossingwaterwaysshouldthereforetakeaccountoftheheightsofdesignshipsfromtheseasurfacetothehighestpoints.TheheightsofshipscanrefertothefindingsofthestudybyTakahashietal.7),8).
Table 1.3 Regression Equations for Dead Weight Tonnages (DWT) and Gross Tonnages (GT) 1), 2)
Shiptype Regressionequation
CoefficientofdeterminationR2
Standarddeviationσ(t)
Generalcargoship GT=0.529DWT 0.988 2,202
Containership GT=0.882DWT 0.971 3,735
Tanker GT=0.535DWT 0.992 4,276
ROROship
InternationalGrosstonnage GT=1.780DWT 0.752 7,262
DomesticGrosstonnage GT=1.409DWT 0.825 1,528
Purecarcarrier(PCC)
InternationalGrosstonnage GT=2.721DWT 0.826 7,655
DomesticGrosstonnage GT=1.241DWT 0.781 676
LPGcarrier GT=0.845DWT 0.988 1,513
LNGcarrier GT=1.370DWT 0.819 12,439
Passengership GT=8.939DWT 0.862 12,285
Mediumdistanceferry GT=2.146DWT 0.833 1,251
Longdistanceferry GT=2.352DWT 0.816 1,988
Table 1.4 Regression Equations for Dead Weight Tonnages (DWT) or Gross Tonnages (GT) and Displacement Tonnages (DSP) 6)
Shiptype Regressionequation Standarddeviationσ
Generalcargoship DSP=1.139DWT 0.052DWT
Containership DSP=1.344DWT 0.060DWT
Tanker DSP=1.138DWT 0.145DWT
ROROship(InternationalGrossTonnage)* DSP=0.880GT 0.211GT
Purecarcarrier(PCC)(InternationalGrossTonnage)* DSP=0.652GT 0.147GT
LPGcarrier DSP=1.114GT 0.425GT
LNGcarrier DSP=1.015GT 0.154GT
Passengership DSP=0.522GT 0.076GT
Mediumdistanceferry DSP=1.052GT 0.337GT
Longdistanceferry DSP=1.150GT 0.135GT
* Onlyinternationalgrosstonnagevaluesareshown.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
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Table 1.5 Principal Dimensions of Container Ships (under panamax) 1), 2)
DeadWeightTonnage
DWT(t)
Lengthoverall
Loa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraft
d(m)
Reference:Containercarryingcapacity
(TEU)5,00010,00020,00030,00040,000
109139177203225
101129165191211
17.922.027.030.430.6
6.37.910.011.412.5
300–500630–850
1,300–1,5002,000–2,2002,600–2,900
Table 1.6 Principal Dimensions of Container Ships (panamax) 1), 2)
DeadWeightTonnage
DWT(t)
Lengthoverall
Loa(m)
Lengthbetweenperpendiculars
Lpp(m)
Moldedbreadth
B(m)
Fullloaddraft
d(m)
Reference:Containercarryingcapacity
(TEU)30,00040,00050,00060,000
201237270300
187223255285
32.332.332.332.3
11.312.012.713.4
2,100–2,4002,800–3,2003,400–3,9004,000–4,600
Table 1.7 Principal Dimensions of Container Ships (over panamax) 1), 2)
DeadWeightTonnage
DWT(t)
Lengthoverall
Loa(m)
Lengthbetween
perpendicularsLpp(m)
Moldedbreadth
B(m)
Fullloaddraft
d(m)
Reference:Containercarryingcapacity
(TEU)60,00070,000
80,000–100,000
275/ 285276/ 280300/ 304
260/ 268263/ 266285/ 292
37.2/ 40.040.0/ 40.040.0/ 42.8
12.7/ 13.814.0/ 14.013.5/ 14.5
4,300–5,4005,300–5,6006,300–6,700
* Thistabledoesnotshowtheresultsofstatisticalanalyses,butshowsthe1/4thand3/4thvaluesinascendingorder.
Table 1.8 Principal Dimensions of Container Ships Over 100,000 DWT
DeadWeightTonnage
DWT(t)
Lengthoverall
Loa(m)
Lengthbetweenperpendiculars
Lpp(m)
Moldedbreadth
B(m)
Fullloaddraft
d(m)
Reference:Containercarryingcapacity
(TEU)100,870101,570101,612104,696104,700104,750107,500109,000110,000115,700156,907
324.0334.1334.0346.0346.0346.0332.0352.0336.7366.9397.6
324.0319.0319.0331.5331.5331.5 -336.4321351.1376.0
42.042.842.842.842.842.843.242.842.842.856.0
13.014.514.514.514.514.514.514.515.015.016.5
8,0008,2048,1006,6006,6007,2268,40010,1509,2007,92911,000
* This table is prepared based on “LMIUShippingData (2006.8).”As ofAugust 2006, 100 container ships have atonnageofover100,000DWT. In this table,eachDWTcategoryrepresentsacasewhere thereare threeormoreshipswiththesameDWTcategory,andshowstheprincipaldimensionsoftheshipwiththelargestcontainercarryingcapacityamongthemexceptoneshipof156,907DWT.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Table 1.9 Principal Dimensions of the Container Ships with a Container Carrying Capacity of Over 8,000 TEU
Containercarryingcapacity
(TEU)
Lengthoverall
Loa(m)
Lengthbetweenperpendiculars
Lpp(m)
Moldedbreadth
B(m)
Fullloaddraft
d(m)
Reference:SelfweightTonnage
DWT(t)
8,0008,0308,0638,1008,1528,1548,1898,2008,2048,2388,4009,2009,4159,60010,15011,000
324.0324.8323.0335.5335.0275.0334.0334.1334.0335.0332.4350.6349.0337.0352.0397.6
324.0–308.0––263.0–314.7319.0319.0317.2336.8353.3–336.4376.0
42.042.042.842.842.837.1–––42.8–42.842.8–42.856.0
13.014.514.514.613.512.514.514.514.511.514.514.514.5–14.516.5
100,870104,90499,615103,80097,61268,363101,906101,818110,00097,430108,180112,062117,800115,000109,000156,907
* Thistableispreparedbasedon“LMIUShippingData(2006.8).”AsofAugust2006,90containershipshaveacapacityofover8,000TEU.Inthistable,eachTEUcategoryrepresentsacasewherethreeormoreshipswiththesameTEUcapacityexist.TheprincipaldimensionsoftheshipwiththelargestDWTamongthemareindicatedinthetableexceptthelargestshipof11,000TEUship.
Table 1.10 Principal Dimensions of Tankers Over 400,000 DWT
DeadWeightTonnage
DWT(t)
LengthoverallLoa(m)
Lengthbetweenperpendiculars
Lpp(m)
MoldedbreadthB(m)
Fullloaddraftd
(m)423,000441,893441,823442,470
380380380380
366366––
68.068.068.068.0
24.524.524.524.5
* Thistableshowsthedataofaparticularship.
References
1) Takahashi,H.,Goto,F.andAbe,M.:Studyonshipdimensionsbystatisticalanalysis-standardofmaindimensionsofdesign(Draft)-NationalInstituteforLandandInfrastructureManagementNo.28,2006
2) Lloyd’sMarineIntelligenceUnite:LMIUShippingData(2004.1),20043) JapanShippingExchange,Inc.:TheAnnual“RegisterofShips”(SENPAKUMEISAISHO)2004,20044) JapanInstituteofNavigation:Glossaryofbasicnavigationterms,Kaibun-doPublishing,19935) Takahashi,H.,A.Goto,M.Abe:StudyonStandardsforMainDimensionsoftheDesignShip,TechnicalNoteofNational
InstituteforLandandInfrastructureManagementNo,309,20066) Yoneyama,H.,Takahashi,H.andGoto,A.:PropositionofPartialFactorsonReliability-BasedDesignMethodforFenders,
TechnicalNoteofPARINo.1115,20067) Takahashi,H.andF.Goto:StudyofshipHeightbystatisticalanalysisstandardofshipheightofdesignship(draft)-Research
ReportofNationalInstituteforLandandInfrastructureManagementNo.31,20068) Takahashi,H.,A.Goto:StudyonShipHeightbyStatisticalAnalysis,ReportofNationalInstituteforLandandInfrastructure
ManagementNo.33,2007
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–297–
2 Actions Caused by Ships2.1 General2.1.1 Ship Berthing
(1)Theactionscausedbyberthingshipstomooringfacilitiesshallbedeterminedusingappropriatemethods,takingaccount of the dimensions of design ships, berthingmethods, berthing velocities, the structures of mooringfacilities,etc.
(2)Theactionscausedbyberthingshipstomooringfacilitiesshallincludethosebyshipberthing.Theperformanceverificationofmooringfacilities,ingeneral,shalltakeaccountoftheberthingforcesbyships.
(3)Theberthingforcescausedbyshipstomooringfacilitiescangenerallybecalculatedbasedontheberthingenergyofshipsusingthedisplacement-restoringforcecharacteristicsoffendersystems.
(4)Inthenormalperformanceverificationoffendersystems,ingeneral,theberthingforcesofshipsaredominantactions.Thetypesofdesignships,berthingvelocities,berthingmethodsetc.havesignificanteffectsonberthingforces,andhenceit ispreferablefortheperformanceverificationtothoroughlystudytheconditionsofdesignships.
(5)Ingeneral,theactionscausedbyshipsrarelydominateintheperformanceverificationofmooringfacilities.Inverifyingtheperformanceofoffshoreberthsformooringlargetankersandlargeorecarriers,piledpiersdesignedwithsmallseismicactionsandmooringfacilitiesforshiprefuge,however,theactionscausedbyshipssometimesdominateindesigningthestructure.Carefulattentionshouldbepaidinthesecases.
2.1.2 Ship Motions
(1)Theactionscausedbymooredshipstomooringfacilitiesshallbedeterminedusingappropriatemethods,takingaccountofthedimensionsofdesignships,thestructuresofmooringfacilities,mooringmethods,thecharacteristicsofmooringequipment,andthewinds,wavesandwatercurrentetc.actingondesignships.
(2)Theactionscausedbymooredshipstomooringfacilitiesshallincludethosebyshipmotions.Theperformanceverificationofmooringfacilities, ingeneral,shall takeaccountoftheimpactforcesandtractiveforcesonthemooringfacilitiescausedbythemotionsofmooredships.Themotionsaregeneratedbytheactionofthewaveforces,windpressureforces,andwatercurrentpressureforcesontheships.Inthecasesofthemooringfacilitiesconstructedattheportfacingtheopenseaandexpectingtheinvasionoflongperiodwaves,orconstructedintheopenseaorportentrancesuchastheoffshoreberthsorconstructedforshiprefuge,thewaveforceshaveasignificanteffectsonmooredships.Theseeffectsshallbefullytakenintoconsideration.
(3)Theimpactforcesandtractiveforcescausedbythemotionsofmooredshipscanusuallybeobtainedbymotionsimulationbasedonwaveforces,windpressureforces,watercurrentpressureforces,andthecharacteristicsofmooringequipment.
(4)Thenormalperformanceverificationoffendersystemsshalltakeaccountofnotonlydominatingberthingforcesof ships but also the impact forces caused by themotions ofmoored ships. In the performance verificationofmooringposts, the tractive forcesdue to themotionsofmoored ships causedby thewindpressure forcesareimportant.Theimpactforcescausedbythemotionsofmooredshipsarestronglyaffectedbythetypesofdesign ships,wavecharacteristics, thedisplacement-restoring forcecharacteristicsof fender systemsetc., andwindpressureforcesarestronglyaffectedbythetypesofdesignships,henceitispreferablefortheperformanceverificationtothoroughlystudytheconditionsofdesignships,wavecharacteristics,thestructuresofquaywalls,thecharacteristicsofmooringequipmentetc.
2.2 Actions Caused by Ship Berthing
(1)BerthingEnergyofShip
① Theactionscausedbyshipberthingaregenerallycalculatedfromtheberthingenergyofships.Theberthingenergyofashipcanbecalculatedfromthefollowingequationbyusingthemassoftheship,theberthingvelocityof theship, theeccentricity factor, thevirtualmass factor, theflexibilityfactor,and theberthconfigurationfactor.Thesubscriptk intheequationreferstothecharacteristicsvalue.
(2.2.1)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
where Ef :berthingenergyofship(kNm) Ms :massofship(t) Vb :berthingvelocityofship(m/s) Cm :virtualmassfactor Ce :eccentricityfactor Cs :flexibilityfactor Cc :berthconfigurationfactor
② There are methods of estimating the berthing energy of ships such as statistical methods, methods usinghydraulicmodel tests,andmethodsusingfluiddynamicsmodels inaddition tokineticenergyofmethod.1)However, regarding these alternativemethods, thedatanecessary fordesignare insufficient and thevaluesofthevariousfactorsusedinthecalculationsmaynotappropriatelyproperlygiven.Thus,thekineticenergymethodisgenerallyused.
③ If it is assumed that a berthing shipmoves only in the abeamdirection, then the kinetic energyEs (kNm)becomesequalto 2 2s bM V . However,whenashipisberthingatadolphin,aquaywalloraberthingbeamequippedwithfendersystems,theenergyabsorbedbythefendersystems,i.e.,theberthingenergyEf oftheship,willbecomeEsfconsideringthevariousrelevantfactors,wheref= Cm Ce Cs Cc
(2)MassofShipThemassofshipinthecalculationequationoftheberthingenergyofshipsmeansthefullloaddisplacementoftheship.Equation (2.2.2)mayalsobeusedtoshowtherelationsbetweenthecharacteristicvaluesofthefullloaddisplacements(DT)anddeadweighttonnages(DWT)orgrosstonnages(GT)ofships.Theywerecalculatedastheregressionequationscovering75%ofthetotalstatisticaldataoffullloaddisplacements(DT)withrespecttodeadweighttonnages(DWT)orgrosstonnages(GT),usingtheregressionequationsandstandarddeviationsshowninTable 1.4 Regression Equations for Dead Weight Tonnages (DWT) or Gross Tonnages (GT) and Displacement Tonnages (DSP) in 1. Principal Dimensions of Design Ships. These relationsareapplicablewithintherangeoftonnageshowninTable 1.1.Thesubscriptkintheequationsreferstothecharacteristicvalues.
Generalcargoships DTk=1.174DWTContainerships DTk=1.385DWTTankers DTk=1.235DWTRoll-onroll-off(RORO)ships DTk=1.022GTPurecarcarriers(PCC) DTk=0.751GT LPGcarriers DTk=1.400GTLNGcarriers DTk=1.118GTPassengerships DTk=0.573GTShort-to-mediumdistanceferries(navigationdistanceoflessthan300km) DTk=1.279GTLongdistanceferries(navigationdistanceof300kmormore) DTk=1.240GT
(2.2.2)where
DT :fullloaddisplacementofship(t)GT :grosstonnageofship(GT)DWT :deadweighttonnageofship(DWT)
(3)BerthingVelocity
① It is preferable to determine the characteristic values of the berthing velocities of ships based on actualmeasurementsorreferencesonthepreviousmeasurementsofberthingvelocities,takingaccountofthetypesofdesignships,loadedconditions,thelocationsandstructuresofmooringfacilities,meteorologicalphenomenaandoceanographicphenomena,theusageoftugboatassistanceandtheirsizesetc.
②Whenlargegeneralcargoshipsorlargeoiltankersberth,theycometoastandstilltemporarily,linedupparalleltothequaywallatacertaindistanceawayfromit.Theyarethengentlypushedbyseveraltugboatsuntiltheycomeintocontactwiththequaywall.Whenthereisastrongwindtowardthequaywall,suchshipsmayberthbeingpulledoutwardsagainstwindbythetugboats.Whensuchaberthingmethodisadopted,itiscommontousetheberthingvelocityof10to15cm/sbasedonthepastdesignexamples.
③ Specialshipssuchasferriesandroll-onroll-offshipsandsmallcargoshipsoftenuseberthingmethodsdifferentfromlargeships,assuchthattheyberthbythemselveswithoutusingtugboatsortheyshiftparalleltothefacelinesofquaywallsiftheyareequippedwithboworsternlamps.Theberthingvelocitieshenceshallbecarefullydeterminedbasedonactualmeasurementstakingaccountoftheirberthingmethods.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–299–
④Fig. 2.2.1 showstherelationshipbetweentheshipmaneuveringconditionsandberthingvelocitybyshipsize.2)Ithasbeenpreparedbasedontheempiricaldatacollected.Thisfigureshowsthattheberthingvelocitymustbesethighinsuchcasethatthemooringfacilitiesarenotshelteredbybreakwatersandarebeingusedbysmallships.
0 20 40 60 80
Difficult berthingexposed
Good berthingexposed
Easy berthingexposed
Difficult berthingsheltered
Good berthingsheltered
Berthing velocity (cm/s)
1,000
DT5,000
DT
10,0
00DT
20,0
00D
T
30,0
00D
T,10
0,00
0DT
80,0
00D
T
Diff
icul
ty o
f shi
p m
aneu
verin
g /
moo
ring
faci
litie
s bei
ng sh
elte
red
or n
ot
Fig. 2.2.1 Relationship between Ship Maneuvering Conditions and Berthing Velocity by Ship Size 2)
⑤ According to the study reports 3), 4) onberthingvelocity, theberthingvelocity is usually less than10 cm/sforgeneralcargoships,butonlyinafewcasesareover10cm/s(seeFig. 2.2.2).Theberthingvelocityonlyoccasionallyexceeds10cm/sfor largeoil tankersthatuseoffshoreberths(seeFig. 2.2.3). Evenforferrieswhichberthundertheirownpower,theberthingvelocityinmanycasesislessthan10cm/s.Nevertheless,sincethereareafewcasesinwhichtheberthingvelocityisover15cm/s,duecaremustbetakenwhenverifyingtheperformanceofferryquays(seeFig. 2.2.4).Basedontheabove-mentionedstudyreports,thecargoloadingconditionhasaconsiderableinfluenceontheberthingvelocity.Inotherwords,whenashipisfullyloaded,whichresultsinsmallunder-keelclearance,theberthingvelocitytendstobelower,whereaswhenitislightlyloaded,whichresultsinalargeunder-keelclearance,theberthingvelocitytendstobehigher.
15
10
5
0 10,000 20,000 30,000 40,000 50,000Displacement tonnage DT (tons)
Ber
thin
g ve
loci
ty (c
m/s
)
○…Open type quay×…Wall type quay (sheet pile, gravity types)○…Open type quay×…Wall type quay (sheet pile, gravity types)
Fig. 2.2.2 Berthing Velocity and Displacement Tonnage for General Cargo Ships 3)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
Displacement tonnage DT (10,000 tons)
Ber
thin
g ve
loci
ty (c
m/s
)
15
15 20 25 30
10
10
5
0
Fig. 2.2.3 Berthing Velocity and Displacement Tonnage for Large Oil Tankers 4)
Displacement tonnage DT (tons)
Ber
thin
g ve
loci
ty (c
m/s
) 15
20
10
5
0 2,000 5,000 8,000
:Stern berthing:Stern berthing:Bow berthing:Bow berthing
Fig. 2.2.4 Berthing Velocity and Displacement Tonnage for Longitudinal Berthing of Ferries 3)
AccordingtothesurveybyMoriyaetal.5),theaverageberthingvelocitiesforgeneralcargoships,containerships,andpurecarcarriersareaslistedinTable 2.2.1.TherelationshipbetweenthedeadweighttonnageandberthingvelocityisshowninFig. 2.2.5.Thissurveyalsoshowsthatthelargertheship,thelowertheberthingvelocitytendstobe.Thehighestberthingvelocitiesobservedwereabout15cm/sforshipsunder10,000DWTandabout10cm/sforshipsof10,000DWTorover.
Table 2.2.1 Dead Weight Tonnage and Average Berthing Velocity 5)
DeadWeightTonnage(DWT)
Berthingvelocity(cm/s)
Generalcargoships Containerships Purecarcarriers Allships
1,000class 8.1 – – 8.1
5,000class 6.7 7.8 – 7.2
10,000class 5.0 7.2 4.6 5.3
15,000class 4.5 4.9 4.7 4.6
30,000class 3.9 4.1 4.4 4.1
50,000class 3.5 3.4 – 3.4
Allships 5.2 5.0 4.6 5.0
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
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15
20
10
5
00 10,000 20,000 30,000 40,000 50,000
General cargo shipsContainer shipsPure car carriers
V (c
m/s
)
Dead Weight Tonnage (DWT )
R=-0.38A=-0.0009B= 66.1Y=AX+B
Fig. 2.2.5 Relationship between Dead Weight Tonnage and Berthing Velocity 5)
⑥ Fig. 2.2.6 shows a berthing velocity frequency distribution obtained from actual measurement records ofberthingvelocitiesatoffshoreberthsusedbylargeoiltankersofaround200,000DWT.Itshowsthatthehighestmeasuredberthingvelocitywas13cm/s. If thedataareassumedtofollowaWeibulldistribution, then thenon-exceedenceprobabilityoftheberthingvelocitybelowthevalueof13cm/swouldbe99.6%.Themeanμ is4.4cm/sandthestandarddeviationσis2.08cm/s.ApplicationoftheWeibulldistributionyieldstheprobabilitydensityfunctionf(Vb)asexpressedinequation (2.2.3):
(2.2.3)
Fromthisequation,theberthingvelocitycorrespondingtotheexpectedprobabilityof1/1000becomes14.5cm/s.Attheoffshoreberthswheretheberthingvelocitieswereactuallymeasured,adesignberthingvelocitywassetateither15cm/sor20cm/s.6)
0 1 2 3 4 5 6 8 9 10
10
50
100
200N
15020
30%
12 13117
40
91 89
53
2017 11 7
1 3
148
185
123
Poisson distribution m = 3Poisson distribution m = 4Weibull distributionNormal distribution
μ=4.41σ=2.08
N=738
V (cm/s)
Fig. 2.2.6 Frequency Distribution of Berthing Velocity 6)
⑦ Small general cargo ships approach to berths by controlling their positions under their ownpowerwithoutassistanceoftugboats.Consequently,theberthingvelocityisgenerallyhigherthanthatoflargerships,andinsomecasesitmayevenexceed30cm/s.Hence,itisnecessarytopayattentiontothis.Forsmallshipsinparticular,itisnecessarytocarefullydeterminetheberthingvelocitybasedonactuallymeasureddata.
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
⑧ Incaseswherecautiousberthingmethodssuchasthosedescribedabovearenottaken,orinthecaseofberthingofsmallormedium-sizedshipsunderinfluenceofcurrents,itisnecessarytodeterminetheberthingvelocitybasedonactuallymeasureddataconsideringtheshipdriftvelocitybycurrents.
⑨Somestudiesproposedtheregressionequationsfortheberthingvelocitiesofshipswithrespecttodaedweighttonnages.7),8)Sincetherangesofshiptypesandtonnagestowhichtheregressionequationsofberthingvelocitiesareapplicablearelimited,theresultsoftheabovestudiesshouldbecarefullyused.
(4)VirtualMassFactors
① Virtualmassfactorscanbecalculatedfromthefollowingequations:
(2.2.4)
(2.2.5)
where Cb :blockcoefficient :displacementvolumeofship(m3) Lpp :lengthbetweenperpendiculars(m) B :moldedbreadth(m) d :fullloaddraft(m)
ThecalculationrequirestheuseofthelengthsbetweenperpendicularsLpp,moldedbreadthsB,andfullloaddraftsdofdesignships.ThecaseswheredesignshipsareofastandardshiptypemayusethevaluesshowninTable 1.1 Standard Values of the Principal Dimensions of Design ShipsincludedinCommentary.
②Whenashipberths,theshipwithmassofMsandthewatermassofMwsurroundingtheshipsimultaneouslydecelerate.Accordingly,theinertialforcecorrespondingtothewatermassisaddedtothatoftheshipitself.Thevirtualmassfactoristhusdefinedasinequation(2.2.6).
(2.2.6)
where Cm :virtualmassfactor Ms :massofship(t) Mw :massofthewatersurroundingtheship,addedmass(t)
Ueda9)proposedequation(2.2.4)basedontheresultsofmodeltestsandfieldmeasurements.Thesecondterminequation (2.2.4)correspondstoMw/Msinequation(2.2.6).
(5)EccentricityFactor
① Eccentricityfactorscanbecalculatedfromthefollowingequation:
(2.2.7)
where l :distancefromtheship’scontactpointtothecenterofgravityoftheshipmeasuredparallelto
thefacelineofthemooringfacility(m) r :radiusofrotationaroundtheverticalaxispassingthroughthecenterofgravityoftheship(m)
② Duringtheberthingprocess,ashipisnotalignedperfectlyalongthefacelineoftheberth.Thismeansthatwhentheshipcomesintocontactwiththefendersystems,itstartsyawingandrolling.Thisresultsinthelossofapartoftheship’skineticenergy.Theamountofenergylossbyrollingisnegligiblysmallcomparedwiththatbyyawing.Equation (2.2.7)thusonlyconsiderstheamountofenergylossbyyawing.
③ r/Lpp isafunctionoftheblockcoefficientCb oftheshipandcanbeobtainedfromFig. 2.2.7.10)Alternatively,onemayusethelinearapproximationshowninequation(2.2.8).
(2.2.8)
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–303–
where r :radiusof rotation (radiusofgyration); this is related to themomentof inertia Iz around the
verticalaxisoftheshipbytherelationshipIz=Msr2 Cb :blockcoefficient Lpp :lengthbetweenperpendiculars(m)
ThecalculationrequirestheuseofthelengthsbetweenperpendicularsLppofdesignships.Thecaseswheredesign ships areof a standard ship typemayuse thevalues shown inTable 1.1 Standard Values of the Principal Dimensions of Design ShipsincludedinCommentary.
0.30
0.28
0.26
0.24
0.22
0.200.5 0.6 0.7 0.8 0.9 1.0R
adiu
s of g
yrat
ion
in th
e lo
ngitu
dina
l dire
ctio
n ( r
)
Leng
th b
etw
een
perp
endi
cula
rs (L
pp)
Block coefficient Cb
Fig. 2.2.7 Relationship between the Radius of Gyration around the Vertical Axis and the Block Coefficient 9)
④ AsshowninFig. 2.2.8,whenashipcomesintocontactwiththefendersF1andF2beingtheshipclosesttothequaywallatpointP,thedistancelfromthepointofcontacttothecenterofgravityoftheshipasmeasuredparalleltothemooringfacilitiesisgivenbyequation(2.2.9)or(2.2.10) 11); listakentobeL1whenk >0.5andL2whenk <0.5.Whenk =0.5,listakenaswhicheverofL1orL2thatgivesthehighervalueofCeinequation(2.2.7).
A
A
B
Q
B
F1F2
l
P
keLppcosθ
eLppcosθ
θ
LppαLpp
center of gravity
Fig. 2.2.8 Schematic Illustration of Ship Berthing 11)
(2.2.9)
(2.2.10)
where L1:distancefromthepointofcontacttothecenterofgravityoftheshipasmeasuredparallelto
themooringfacilitieswhentheshipcontactswithfenderF1(m)L2:distancefromthepointofcontacttothecenterofgravityoftheshipasmeasuredparallelto
themooringfacilitieswhentheshipcontactswithfenderF2(m) θ•:berthingangle(thevalueofθisgivenasadesigncondition;itisusuallysetsomewhereinthe
rangeof0to10º)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
e:ratioofthedistancebetweenthefenders,asmeasuredinthelongitudinaldirectionoftheship,tothelengthbetweenperpendiculars
α:ratioofthelengthoftheparallelsideoftheshipattheheightofthepointofcontactwiththefendertothelengthbetweenperpendiculars;thisvariesaccordingtofactorslikethetypeofship,andtheblockcoefficientetc.,butisgenerallyintherangeof1/3to1/2.
k:parameterthatrepresentstherelativelocationofthepointwheretheshipcomesclosesttothemooringfacilitiesbetweenthefendersF1andF2;k varies0<k<1,butitisgenerallytakenatk =0.5.
(6)FlexibilityFactorTheflexibilityfactorCsistheratiooftheberthingenergyabsorbedbythedeformationofshiphulltotheberthingenergyoftheship.ThecharacteristicvalueoftheflexibilityfactorCskmaynormallybesetasCsk=1.0,assumingthatthereisnoenergyabsorptionbythedeformationofshiphull.
(7)BerthConfigurationFactorThewatermass compressed between berthing ship andmooring facility behave like a cushion and decreasetheenergytobeabsorbedbyfendersystems.TheberthconfigurationfactorCcneedstobedeterminedtakingaccountofthiseffect.Thisphenomenonisconsideredtorelatetoberthingangles,theshapesofshiphull,under-keelclearances,andberthingvelocities,butonlylimitedquantitativestudiesonthephenomenonhavebeenmade. ThecharacteristicvalueofberthconfigurationfactorCckmaynormallybesetasCck=1.0.
2.3 Actions Caused by Ship Motions
(1)MotionsofMooredShips
① Actionscausedbythemotionsofmooredshipsaregenerallycalculatedbymotioncalculation,byappropriatelysettingwaveforces,windpressureforces,andwatercurrentpressureforces.
② Theshipsmooredtothemooringfacilitiesconstructedintheopenseaorclosetoportentrancesorinportswherelongperiodwavesinvadeandthosemooredinroughweatherarepossibletomovebytheactionsofwaves,winds,andwatercurrents.Thekineticenergygeneratedbythemotionsofmooredshipssometimesexceedstheberthingenergy.Insuchcases,itispreferablefortheperformanceverificationofmooringpostsandfendersystemstotakeaccountofthetractiveforcesandimpactforcesgeneratedbythemotionsofmooredships.12)Intheportsfacingtheopenseainparticular,ithasbeenfrequentlyreportedthatthelongperiodoscillationsofmooredshipscausedbythelongperiodwavesresultedinadifficultywithsmoothcargohandling.13),14)Careshouldbetakeninsuchports.
③ As a general rule, the oscillations of a moored ship should be analyzed through numerical simulation inconsiderationoftherandomvariationsoftheactionsandthenonlinearityofthedisplacement-restoringforcecharacteristics of themooring system. However,when such a numerical simulation of shipmotions is notpossible,orwhentheshipismooredatasystemthatisconsideredtobemore-or-lesssymmetrical,onemayobtainthedisplacementofandloadsonthemooringsystemeitherbyusingfrequencyresponseanalysisforregularwavesorbyreferringtotheresultsofmotioncalculationonafloatingbodymooredatasystemthathasdisplacement-restoringforcecharacteristicsofbilinearnature.15)
④ Thewaveforceactingonashipconsistsofthewave-excitingforceduetoincidentwavesandthewave-makingresistanceforceaccompaniedbythemotionsoftheship.16)Thewave-excitingforceduetoincidentwavesisthewaveforcecalculatedforthecasethatthemotionsoftheshiparerestrained.Thewave-makingresistanceforceisthewaveforceexertedontheshipwhentheshipundergoesamotionofunitamplitudeforeachmodeofmotions.Thewave-makingresistanceforcecanbeexpressedasthesummationoftwofactors,oneisproportionaltotheaccelerationoftheshipandtheotherisproportionaltothevelocity.Theformercanbeexpressedasanaddedmasswhenitisdividedbytheacceleration,whilethelattercanbeexpressedasadampingcoefficientwhenitisdividedbythevelocity.17)Inaddition,thenonlinearfluiddynamicforcethatisproportionaltothesquareofthewaveheightactsontheship,see4.9 Actions on Floating Body and its Motions in Chapter 2.
⑤ Forshipsthathaveablockcoefficientof0.7to0.8suchaslargeoiltankers,theshipcanbereplacedwithanellipticalcylinderforanapproximateevaluationofthewaveforce.18)
⑥ Forbox-shapedshipssuchasworkingcrafts,thewaveforcecanbeobtainedbyassumingtheshiptobeeitherafloatingbodywitharectangularcrosssectionorarectangularprism.
(2)WaveForcesActingonShip
① Thewaveforceactingonamooredshipshallbecalculatedusinganappropriatemethod,consideringthetypeofshipandthewaveparameters.
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–305–
② Thewave force actingon amoored ship is calculatedusing appropriate analysismethods such as the stripmethod,thesourcedistributionmethod,theboundaryelementmethod,orthefiniteelementmethod;themostcommonmethodusedforshipsisthestripmethod.
③WaveForcesbytheStripMethod15),16),17),19)
(a)WaveforceofregularwavesactingontheshipThewaveforceactingontheshipisgivenbythesummationoftheFroude-Kriloffforceandthediffractionforce.
(b)Froude-KriloffforceTheFroude-Kriloffforceistheforcederivedfromtheprogressivewavesaroundtheship.Itisgivenbythesummationoftheforceoftheincidentwavesandtheforceofthereflectedwavesfromthequaywall.
(c) DiffractionforceThediffractionforceactingonashipistheforcethatisgeneratedbythechangeinthepressurefieldwhenincidentwavesarescatteredbytheship.Thediffractionforcecanbeestimatedbyreplacingthischangeinthepressurefieldwiththeradiationforce,namelythewave-makingresistanceforcewhentheshipmovesatacertainvelocityonafluidatrest,forthecasethattheshipismovedrelativetofluid.Itisassumedthatthevelocityoftheshipinthiscaseisequaltotherelativevelocityoftheshiptothewaterparticlesintheincidentwaves.Thisvelocityisreferredtoastheequivalentrelativevelocity.
(d)ForceactingontheshipasawholeThewaveforceactingontheshipasawholecanbecalculatedbyintegratingtheFroude-Kriloffforceandthediffractionforceactingonacrosssectionoftheshipinthelongitudinaldirectionfromx=-Lpp/2tox=Lpp/2
④Waveforcesbydiffractiontheory18)Inthecaseofveryfatship,i.e.,ithasablockcoefficientCbof0.7to0.8,therearenoreflectingstructuressuchasquaywallsbehindtheship,andthemotionsoftheshipareconsideredtobeverysmall,thewaveforcecanbecalculatedusinganequationbasedonadiffractiontheory18)byreplacingtheshipwithanellipticalcylinder.
(3)WindLoadsActingonShip
① Thewindloadactingonamooredshipshallbedeterminedusinganappropriatecalculationformula.
② Itispreferabletodeterminethewindloadactingonamooredshipinconsiderationofthetimefluctuationofthewindvelocityandthecharacteristicsofthewinddragcoefficientsinrespectofthecross-sectionalshapeoftheship.
③ Thewindloadsactingonashiparecalculatedfromequations(2.3.1)to(2.3.3)usingwinddragcoefficientsCXandCYintheXandYdirections,respectively,andwindpressuremomentcoefficientCMaroundthemidship.Thesubscriptkintheequationsreferstothecharacteristicvalues.
(2.3.1)
(2.3.2)
(2.3.3)
where CX :winddragcoefficientintheXdirection(bowdirection) CY :winddragcoefficientintheYdirection(sidedirection) CM :windpressuremomentcoefficientaroundmidship RX :X-directioncomponentofwindloadresultantforce(kN) RY :Y-directioncomponentofwindloadresultantforce(kN) RM :momentofwindloadresultantforcearoundmidship(kNm) ρa :airdensity,whichmaybesetasρa=1.23x10-3(t/m3) U :windvelocity(m/s) AT :above-waterbowprojectedarea(m2) AL :above-watersideprojectedarea(m2) Lpp :lengthbetweenperpendiculars(m)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
④ ItispreferabletodeterminethewinddragcoefficientsCX,CY,andCMthroughwindtunneltestsorwatertanktestsondesignships.However,sincesuchtestsrequiretimeandcost,itisacceptabletousethecalculationequationsforwinddragcoefficients21),22)thatarebasedonwindtunneltests20)orwatertankteststhathavebeencarriedoutinthepast.
⑤ Themaximumwindvelocity,10-minuteaveragewindvelocity,maybeusedasthewindvelocityU.
⑥ Sincethewindvelocityvariesbothintimeandspace,itshouldbetreatedasfluctuatingwindinthemotioncalculationofamooredship. Davenport 23) andHino 24)haveproposed the frequencyspectra for the timefluctuationsofthewindvelocity.ThefrequencyspectraproposedbyDavenportandHinoaregivenbyequations (2.3.4)and(2.3.5),respectively.
(2.3.4)
(2.3.5)
where Su( f ):frequencyspectrumofwindvelocity(m2/s) U10:averagewindvelocityatthestandardheightof10m(m/s) Kr:frictioncoefficientforthesurfacedefinedwiththewindvelocityatthestandardheight;on thesea,itisconsideredthatKr=0.003isappropriate. α:powerexponentwhentheverticaldistributionofthewindvelocityisexpressedbyapower law[U∝(Z/10)α]] z:heightabovethesurfaceofthegroundorthewater(m) m:correctionfactorrelatingtothestabilityoftheatmosphere;m istakentobe2incaseofa storm.
(4)WaterCurrentPressureForcesActingonShip
① Thecurrentpressure forcedue towatercurrentsactingona ship shallbedeterminedusinganappropriatecalculationformula.
② CurrentpressureforcecausedbycurrentsfromthebowThecurrentpressureforcedevelopedbetweenashipandcurrentsfromthebowcanbecalculatedfromequation(2.3.6).Thesubscriptkintheequationreferstothecharacteristicvalue.
(2.3.6)
where Rf :currentpressureforce(kN) S :submergedsurfacearea(m2) V :currentvelocity(m/s)
③ CurrentpressureforcecausedbycurrentsfromthesideThecurrentpressureforcecausedbycurrentsfromthesidecanbecalculatedfromequation (2.3.7).Thesubscriptkintheequationreferstothecharacteristicvalue.
(2.3.7)
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–307–
where R :currentpressureforce(kN) ρo :densityofseawater(t/m3) C :currentpressurecoefficient V :currentvelocity(m/s) B :under-watersideprojectedareaofship(m2)
④Watercurrentpressureforceconsistsoffrictionalresistanceandpressureresistance.Thecurrentsfromthebowandthesidemostlygeneratefrictionalandpressureresistances,respectively,butthesetworesistancescannotberigorouslydistinguished.Equation (2.3.6)isasimplifiedonesubstitutingρo=1.025t/m3,t=15°C,andρo=0.14intoequation(2.3.8)calledFroude’sformula.Thesubscriptkintheequationreferstothecharacteristicvalue.
(2.3.8)
where Rf :currentpressureforce(kN)ρ0g :unitweightofseawater(kN/m3) t :temperature(°C) S :submergedsurfacearea(m2) V :currentvelocity(m/s) λ :coefficient,whichcanbesetasλ=0.14741foralengthoverallof30mandλ=0.13783fora
lengthoverallof250m.
⑤ ThecurrentpressurecoefficientC variesaccordingtotherelativecurrentdirectionθ ;thevaluesobtainedfromFig. 2.3.1 maybeusedasareference.
1.5
7.0
0 20 40 60 80 100 120 140 160 180
6.0
5.0
4.0
3.0
2.0
1.0
0
Relative current direction θ (º)
Cur
rent
pre
ssur
e co
effic
ient
C
Water depth hdraft d = 1.1
Fig. 2.3.1 Current Pressure Coefficient C
(5)CharacteristicsofMooringSystem
① For themotioncalculationofamooredship, thedisplacement-restoringforcecharacteristicsof themooringsystemsuchasmooringropesandfendersshallbemodeledappropriately.
② Thedisplacement-restoringforcecharacteristicsofthemooringsystemsuchasmooringropesandfendersisgenerallynonlinear.Moreover,thedisplacement-restoringforcecharacteristicsoffendersmaypossesshysterisisnature.Inthatcase,itispreferabletomodelthesecharacteristicsappropriatelyforthemotioncalculationofamooredship.25)
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
2.4 Actions due to Traction by Ships
(1)ThevaluesgiveninTable 2.4.1shallgenerallybeusedforthestandardvaluesofthetractiveforcescausedbyshipstomooringpostsandbollards.
(2)Incaseofthemooringpost,itshallbeassumedthatthetractiveforcesbyshipsspecifiedintheItem(1)actinthehorizontaldirection,andthehalfofthetractiveforcesactintheverticaldirectionatthesametime.
(3)Incaseof thebollard, it shallbeassumed that the tractive forcesby ships specified in the Item (1) act in alldirections.
Table 2.4.1 Standard Values of Tractive Forces by Ships
Grosstonnageofship(t)
Tractiveforceactingonmooringpost
(kN)
Tractiveforceactingonbollard(kN)
Over200andnotmorethan500 150 150
Over500andnotmorethan1,000 250 250
Over1,000andnotmorethan2,000 350 250
Over2,000andnotmorethan3,000 350 350
Over3,000andnotmorethan5,000 500 350
Over5,000andnotmorethan10,000 700 500
Over10,000andnotmorethan20,000 1,000 700
Over20,000andnotmorethan50,000 1,500 1,000
Over50,000andnotmorethan100,000 2,000 1,000
(4)Mooringpostsareinstalledawayfromthefacelineofquaywall,aroundthebothendsofaberthsothattheymaybeusedformooringashipinastorm.Bollards,ontheotherhand,areinstalledclosetothefacelineofthemooringfacilitiessothattheymaybeusedformooring,berthing,orunberthingashipinnormaloperations.
(5)Regardingthelayoutandnamesofmooringropesofaship,2.1.1 (1) Dimensions of Wharvesin Part III, Chapter 5 maybereferred.
(6)Regardingthelayoutandstructureofmooringpostsandbollards,see9.1 Mooring Posts and Mooring RingsinPart III, Chapter 5.
(7)Itispreferabletocalculatethetractiveforcesactingonmooringpostsandbollardsbasedonthebreakingloadsofthemooringropesofdesignships,meteorologicalandoceanographicconditionsattheinstallationplacesofmooringfacilities,shipdimensionsetc.,takingaccountasnecessaryoftheforcescausedbyberthingships,thewindpressureforcesactingonmooredships,andtheforcescausedbytheshipmotions.9),15)ThetractiveforcesmayalsobedeterminedaccordingtothefollowingItems(8)to(12).
(8)Incasethatthegrosstonnageofashipexceeds5,000tonsandthereisnoriskofmorethanonemooringropebeingattachedtoabollardthatisusedforspringlinesatthemiddleofmooringfacilitiesforwhichtheberthingshipsaredesignated,thetractiveforceactingonabollardmaybetakenasonehalfofthevaluelistedinTable 2.4.1.
(9)Thetractiveforcesbytheshipsofagrosstonnageoflessthan200tonsormorethan100,000tons,whicharenotgiveninTable 2.4.1,thoseappliedtothemooringfacilitiescapableofmooringshipsinroughweather,andthoseappliedtothemooringfacilitiesinstalledintheopenseaareawheremeteorologicalandoceanographicconditionsareroughneedtobedetermined,takingaccountofmeteorologicalandoceanographicconditions,thestructuresofmooringfacilities,measurementrecordsoftractiveforces,etc.
(10) Thetractiveforceactingonamooringposthasbeendeterminedbasedonthewindpressureforceactingon
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 8 SHIPS
–309–
ashipinsuchawaythatalightlyloadedshipshouldbeabletobemooredsafelyevenwhenthewindvelocityis25to30m/s,withtheassumptionthatthemooringpostsareinstalledattheplaceawayfromthefacelineofthequaywallbyaship’swidthandthatthebreastlinesarestretchedinadirectionof45ºtotheship’slongitudinalaxis.26),27)Thetractiveforcesoobtainedcorrespondstothebreakingstrengthofonetotwomooringropes,wherethebreakingstrengthofamooringropeisevaluatedaccordingtothe Steel Ship Regulations by the Nippon Kaiji Kyokai.Forasmallshipofgrosstonnageupto1,000tons,themooringpostscanwithstandthetractiveforceunderthewindvelocityofupto35m/s. Thetractiveforceactingonabollardhasbeendeterminedbasedonthewindpressureforceactingonashipinsuchawaythatevenalightlyloadedshipshouldbeabletobemooredusingonlybollardsunderthewindvelocityofupto15m/s,withtheassumptionthattheropesatthebowandsternarestretchedinadirectionatleast25ºtotheship’saxis.Thetractiveforcesoobtainedcorrespondstothebreakingstrengthsofonemooringropeforashipofgrosstonnageupto5,000tonsandtwomooringropesforashipofgrosstonnageover5,000tons,wherethebreakingstrengthofamooringropeisevaluatedaccordingtothe Steel Ship Regulations by the Nippon Kaiji Kyokai. Thetractiveforceforabollardthatisusedforspringlinesandisinstalledatthemiddleofaberth,forwhichtheberthingshipsaredesignated,correspondstothebreakingstrengthofonemooringrope,wherethebreakingstrengthofamooringropeisevaluatedaccordingtothe Steel Ship Regulations by the Nippon Kaiji Kyokai. Intheabove-mentionedtractiveforcecalculations,inadditiontothewindpressureforce,ithasbeenassumedthattherearewatercurrentsof2ktinthelongitudinaldirectionand0.6ktinthetransversedirection.
(11) Whendeterminingthetractiveforceofasmallshipofgrosstonnageupto200tons,itispreferabletoconsiderthetypeofship,theberthingsituation,thestructureofthemooringfacilities,etc.28)Fortheperformanceverificationofmooringpostsandbollardsforshipsofgrosstonnageupto200tons,itiscommontotakethetractiveforceactingonamooringposttobe150kNandthetractiveforceactingonabollardtobe50kN.
(12)Whencalculatingthetractiveforceincaseofshipssuchasferries,containerships,orpassengerships,cautionshouldbetakeninusingTable 2.4.1,becausethewindpressure-receivingareasofsuchshipsarelarge.
References
1) PIANC:Report of the InternationalCommission for Improving theDesign of Fender Systems, Supplement toBulletin,No.45,1984
2) Baker,A.L.L.:TheImpactofShipsWhenBerthing,Proc.Int'lNavig.Congr.(PIANC),Rome,Sect.II,Quest.2,pp.111-142,1953
3) Mizoguchi,M.andNakayama,T.:StudiesontheBerthingVelocity,EnergyoftheShips,TechnicalNoteofPortandHarbourResearchInstitute,No.170,1973(inJapanese)
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5) Moriya,Y.,Yoshida,Y.,Ise,H.,Miyazaki,K.andSugiura,J.:FieldObservationsontheBerthingVelocitiesofShips,Proc.ofCoastalEngineering,JSCE,Vol.38,pp.751-755,1991(inJapanese)
6) Ueda,S.:StudyonBerthingImpactForceofVeryLargeCrudeOilCarriers,ReportofPortandHarbourResearchInstitute,Vol.20No.2,pp.169-209,1981(inJapanese)
7) Ueda,S.,Umemura,R.,Shiraishi,S.,Yamamoto,S.,Akakura,Y.andYamase,S.:StudyontheStatisticalDesignMethodforFenderSystem,Proc.ofCoastalEngineering,JSCE,Vol.47,pp.866-870,2000(inJapanese)
8) Ueda,S.,Hirano,T.,Shiraishi,S.,Yamamoto,S.andYamase,S.:ReliabilityDesignMethodofFenderforBerthingShip,Proc.Int'lNavig.Congr.(PIANC),Sydney,pp.692-707,2002
9) Ueda,S.andOoi,E.:OntheDesignofFendingSystemsforMooringFacilitiesinaPort,TechnicalNoteofPortandHarbourResearchInstitute,No.596,1987(inJapanese)
10) Myers,J.:HandbookofOceanandUnderwaterEngineering,McGraw-Hill,NewYork,196911) JapanPortandHarborAssociation:DesignCalculationExamplesofPortandHarbourStructures(Vol.1),pp.117-119,1992
(inJapanese)12) Ueda,S.andShiraishi,S.:OntheDesignofFendersBasedontheShipOscillationsMooredtoQuayWalls,TechnicalNote
ofPortandHarbourResearchInstitute,No.729,1992(inJapanese)13) Shiraishi,S.:Low-FrequencyShipMotionsDuetoLong-PeriodWavesinHabors,andModificationstoMooringSystems
ThatlnhibitSuchMotions,ReportofPortandHarbourResearchInstitute,Vol.37No.4,pp.37-78,199814) CoastalDevelopment InstituteofTechnology:Manual for ImpactAssessmentofLongPeriodWaves inaPort,2004 (in
Japanese)15) Ueda, S.:AnalyticalMethod of ShipMotionsMoored toQuayWalls and theApplications,TechnicalNote of Port and
HarbourResearchInstitute,No.504,1984(inJapanese)16) Motora,S.,Koyama,T.,Fujino,M.andMaeda,H.:DynamicsofShipsandOffshoreStructures-revisededition-,Seizando,
pp.39-121,1997(inJapanese)17) Ueda,S.andShiraishi,S.:MethodandItsEvaluationforComputationofMooredShip'sMotions,ReportofPortandHarbour
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TECHNICAL STANDARDS AND COMMENTARIES FOR PORT AND HARBOUR FACILITIES IN JAPAN
ResearchInstitute,Vol.22No.4,pp.181-218,1983(inJapanese)18) Goda,Y., Takayama, T. and Sasada, T.: Theoretical and Experimental Investigation ofWave Forces on a FixedVessel
ApproximatedwithanEllipticCylinder,ReportofPortandHarbourResearch Institute,Vol.12No.4,pp.23-74,1973 (inJapanese)
19) Kobayashi,M.,Yuasa,H.,Kishimoto,O.,Abe,M.,Kunitake,Y.,Narita,H.,Hirano,M.andSugimura,Y.:AComputerProgramforTheoreticalCalculationofSea-keepingQualityofShips (Part1-MethodofTheoreticalCalculation),MitsuiTechnicalReview,No.82,pp.18-51,1973(inJapanese)
20) Tsuji,T.,Takaishi,Y.,Kan,M.andSato,T.:ModelTestaboutWindForcesActingontheShips,ReportofShipResearchInstitute,Vol.7No.5,pp.13-37,1970(inJapanese)
21) Isherwood,R.M.:WindResistanceofMerchantShips,BulletinoftheRoyalInstitutionofNavalArchitects,pp.327-338,197222) Ueda,S.,Shiraishi,S.,Asano,K.andOshima,H.:ProposalofFormulaofWindForceCoefficientandEvaluationofthe
EffecttoMotionsofMooredShips,TechnicalNoteofPortandHarbourResearchInstitute,No.760,1993(inJapanese)23) Davenport,A.G.:GustLoadingFactors,Proc.ofASCE,ST3,pp.11-34,196724) Hino,M.:RelationshipsbetweentheInstantaneousPeakValuesandtheEvaluationTime-ATheoryontheGustFactor-,
TransactionsoftheJapanSocietyofCivilEngineers,No.117,pp.23-33,1965(inJapanese)25) CoastalDevelopmentInstituteofTechnology:TechnicalManualforFloatingStructures,pp.37-55,1991(inJapanese)26) Inagaki,H.,Yamaguchi,K.andKatayama,T.:StandardizationofMooringPostsandBollardsforWharf,TechnicalNoteof
PortandHarbourResearchInstitute,No.102,1970(inJapanese)27) Fukuda,I.andYagyu,T.:TractiveForceonBollardsandStormBitts,TechnicalNoteofPortandHarbourResearchInstitute,
No.427,1982(inJapanese)28) JapanFishingPortAssociation:StandardDesignMethodforFishingPortStructures,1984(inJapanese)
PART II ACTIONS AND MATERIAL STRENGTH REQUIREMENTS, CHAPTER 9 ENVIRONMENTAL ACTIONS
–311–
Chapter 9 Environmental Actions
Public NoticeEnvironmental Influences
Article 19Environmental influences shall be assessed with appropriate methods by taking account of the designworkinglifeofthefacilities,materialcharacteristics,environmentalconditions,maintenancemethods,andtheconditionstowhichthefacilitiesconcernedaresubjected.
[Technical Note]
TheevaluationoftheeffectsofenvironmentalactionsmayrefertoPart I, Chapter 2, 3 Maintenance of Facilities Subject to the Technical StandardsandChapter 11, 2.3 Corrosion Protection forsteelandPart III, Chapter 2, 1.1 Generalforconcrete.