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MARINE OIL TERMINALS

In lieu of detailed analysis to determine the contact based on the results of the mooring analysis that provides
length, Table 31F-5-1 may be used. The contact length optimal mooring line and breasting forces for the range of >
for a vessel within the range listed in the table can be vessels to be accommodated.
obtained by interpolation. 3105F.6 Offshore moorings. Offshore MOT moorings shall
TABLE 31F-5-1 be designed and analyzed considering the site water depth,
CONTACT LENGTH metocean environment and class of vessels calling per
VESSEL SIZE (DWT) CONTACT LENGTH OCIMF MEG3 [5.4] or UFC 4-152-01 [5.8].
330 25 ft 3105F.6.1 Mooring analyses. Analysis procedures shall
1,000 to 2,500 35 ft conform to the OCIMF MEG3 [5.4] or UFC 4-159-03
5,000 to 26,000 40 ft
[5.5], and the following:
35,000 to 50,000 50 ft
1. A mooring analysis shall be performed for the range
of tanker classes and barges calling at each offshore
65,000 60 ft berth.
100,000 to 125,000 70 ft 2. Forces acting on moored vessels shall be deter-
mined according to Section 3103F.5 and analysis
3105F.4.3.2 Discrete fender system. For discrete shall consider all possible vessel movements, contri-
fender systems (i.e., not continuous), one fender unit or bution of buoys, sinkers, catenaries affecting moor-
breasting dolphin shall be able to absorb the entire ing line stiffness and anchorages.
berthing energy.
3. Correlation of winds, waves and currents shall be
3105F.4.4 Longitudinal and vertical berthing forces. The considered. The correlation may be estimated by
longitudinal and vertical components of the horizontal probabilistic analysis of metocean data.
berthing force shall be calculated using appropriate coef-
ficients of friction between the vessel and the fender. In 4. The actual expected displacement of the vessels
lieu of as-built data, the values in Table 31F-5-2 may be shall be used in the analysis.
used for typical fender/vessel materials: 5. Underwater inspections and bathymetry shall be
considered.
TABLE 31F-5-2
COEFFICIENT OF FRICTION 6. Both fully laden and ballast conditions shall be con-
CONTACT MATERIALS FRICTION COEFFICIENT sidered.
Timber to Steel 0.4 to 0.6 7. Dynamic analysis shall be used to evaluate moor-
Urethane to Steel 0.4 to 0.6
ings performance.
Steel to Steel 0.25
3105F.6.2 Design of mooring components. Design of
mooring components shall be based on loading combina-
Rubber to Steel 0.6 to 0.7 tions and safety factors defined in Sections 3103F.8
UHMW* to Steel 0.1 to 0.2 through 3103F.10 and follow the guidelines provided in
either the OCIMF MEG3 [5.4] or UFC 4-159-03 [5.5].
*Ultra-high molecular weight plastic rubbing strips.
3105F.7 Symbols.
Longitudinal and vertical forces shall be determined by:
α = Horizontal mooring line angles >
F = µN (5-3)
Δ = Deflection
where:
θ = Vertical mooring line angles
F = longitudinal or vertical component of
horizontal berthing force B = Beam of vessel
µ = coefficient of friction of contact materials F = Longitudinal or vertical component of horizontal
normal berthing force
N = maximum horizontal berthing force (normal to
fender) L = Distance between passing and moored vessels >
3105F.4.5 Design and selection of new fender systems. N = Maximum horizontal berthing force >
> For guidelines on new fender designs, refer to UFC 4- μ = Coefficient of friction of contact materials
> 152-01 [5.8] and PIANC [5.9]. Velocity and temperature V = Ground speed (knots)
factors, contact angle effects and manufacturing toler-
ances shall be considered (see Appendices A and B of Vc = Maximum current (knots).
PIANC [5.9]). Also, see Section 3103F.6. Vcrit= Ground speed (knots) above which passing loads
must be considered >
> 3105F.5 Layout of new MOTs. Guidelines for layout of new
MOTs are provided in OCIMF MEG3 [5.4]. The final layout
of the mooring and breasting dolphins shall be determined

474 2016 CALIFORNIA BUILDING CODE


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