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APPENDIX 3
Berth, Mooring and Fendering
1 BERTH CONSIDERATIONS
1.1 Alignment of the berth face should be at an angle of less than ten degrees
(10° ) to the prevailing current flow as
follows:
|
Current Speed (Knots) |
|
Design Ship’s Deadweight |
|
2 - 4 |
|
Up to 100,000 tons |
|
2 ½ - 3 |
|
100,000 to 350,000 tons |
|
2 ¼ - 2 ½ |
|
Greater than 350,000 tons |
This requirement may be relaxed to an angle of less than
thirty degrees (30° ) for the following flow
conditions:
|
Current Speed (Knots) |
|
Design Ship’s Deadweight |
|
0 - 2 |
|
Up to 100,000 tons |
|
0 - 1 ½ |
|
100,000 to 350,000 tons |
|
0 - 1 |
|
Greater than 350,000 tons |
Where the current sets at an angle greater then 30°
, the maximum current should not exceed the following:
|
Current Speed (Knots) |
|
Design Ship’s Deadweight |
|
1 |
|
Up to 100,000 tons |
|
¾ |
|
Over 100,000 tons |
1.2 The minimum depth in the berth area at the state of the tide should not be
less than the maximum draught of the design ship plus an underkeel clearance
of 10% of such draught. Alternatively, the required clearance may be
computed in accordance with the Special Underkeel Clearance Survey (see
section 3.6 of the TERMPOL Surveys and Studies) except no allowance is
required for the estimated squat calculated for each critical depth. The
minimum depth should be provided over at least one design ship length on
each side of the centre of the berth.
1.3 All components of the berth and its supporting structures above and below
the water should be set well clear of the ships making an angular approach
not less than five degrees (5° ) relative to the
berth alignment, with contact being made amidships at either end of the
outer ends of the breasting faces.
1.4 The distance between the outer corners of the breasting faces should not
be less than thirty-five percent (35%) of the overall length of the largest
design ship and the distance between the inner corners of the breasting
faces should not exceed fifty percent (50%) of the overall length of the
smallest design ship which the berth is designed to accommodate (See Diagram
A).
2 MOORING GUIDELINES
2.1 The TRC will examine any proposal founded on sound engineering practices.
The mooring section below is presented as example only.
2.2 Mooring structures should be located to provide the required longitudinal
and lateral restraints, without overstressing, for the full range of ship
sizes the berth is designed to accommodate under the most adverse
combination of displacement, current flow, wind, wave and ice forces that
are within the operating criteria.
2.3 Mooring structures for ships should be located as follows:
- two outer mooring structures for securing the head and sternlines,
located so as to maintain a horizontal angle of approximately forty-five
degrees (45° ) between the mooring line and
the axis of the berth face;
- two interior mooring structures for securing breast lines located
approximately abeam of the fairleads maintaining a vertical angle not
exceeding forty five degrees (45° ); and
- two inner mooring points (that may be combined with other berth
structures) for securing forward and after back springs (See Diagram B).
2.4 The location of the mooring structures should be checked to verify that
the mooring restraint requirements of the smallest ship for which the berth
is designated are met, taking into consideration of the line strength and
the number and location of the fairleads. Leads between ship fairleads and
mooring devices should be clear or projections that may snag the mooring
lines.
2.5 Mooring structure locations should be verified for satisfactory mooring
patterns for the full range of ship sizes in ballast and in full
displacement condition and for ships in head-in and head-out berthing
positions, unless the berth is designed specifically for a single heading.
2.6 Mooring structures and devices should be designed for the maximum forces
generated by the largest ship when in ballast and at full displacement under
combined action of maximum current flow and most severe wind and ice
conditions from any direction within the operating criteria.
2.7 For berths designed for ships over 100,000 DWT, mooring devices should
incorporate quick-release mechanisms. Each hook should be capable of
rotating freely in the vertical and horizontal planes through the full range
of mooring line angles.
2.8 Every mooring structures and every component of a mooring device should
have a minimum safety factor of 1.6. An approved surveyor should be present
when each mooring device is factory tested with the maximum mooring load.
2.9 Each hook should be equipped with a locking device to prevent accidental
release of the mooring lines.
2.10 Capstans and other electrical equipment used for mooring purposes should
be weatherproof and their motors totally encased. If this equipment is
located in hazardous areas then it should be approved in accordance with the
Canadian Electric Code.
To enlarge image click here
DIAGRAM A: Breasting Arrangements
DIAGRAM B: Mooring Points
3 FENDERING ARRANGEMENT AND DESIGN
3.1 The following Fender System Design criteria is an example of the
calculations and factors that a proponent needs to address and are required in
the selection of a terminal’s fendering arrangements and design.
This document is published on the Transport Canada web site in Portable Document Format
(PDF) Adobe Acrobat. This PDF File is 2277KB. In order to view the document, you will need
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