where DT: displacement tonnage (amount of water, in tons, displaced by the vessel when fully loaded) GT: gross

tonnage DWT: deadweight tonnage (3) The softness factor represents the ratio of the remaining amount of the bert hing energy after energy absorption due to deformation of the shell plating of the vessel to the initial berthing energy. It is generally assumed that no energy is absorbed in this way and so the value of is often give n as 1.0. (4) When a vessel berths, the mass of water between the vessel and the mooring f acilities resists to move out and acts just as if a cushion is placed in this space. The energy that must be absor bed by the fenders is thus reduced. This effect is considered when determining the berth configuration factor . It i s thought that the effect depends on things like the berthing angle, the shape of the vessel s shell plating , the under-keel clearance, and the berthing velocity, but little research has been carried out to determine it. [2] Berthing Velocity The berthing velocity of a vessel shall be determined based on the measurement i n situ or past data of similar measurements, considering the type of the target vessel, the extent to w hich the vessel is loaded, the position and structure of the mooring facilities, weather and oceanographic cond itions, and the availability or absence of tugboats and their sizes. [Technical Notes] (1) Observing the way in which large cargo ships and large oil tankers make bert hing, one notices that such vessels come to a temporary standstill, lined up parallel to the quaywall at a certain d istance away from it. They are then gently pushed by several tugboats until they come into contact with the quay. Wh en there is a strong wind blowing toward the quay, such vessels may berth while actually being pulled outw ards by the tugboats. When such a berthing method is adopted, it is common to set the berthing velocity to 10 ~ 15 cm/s based on past design examples. (2) Special vessels such as ferries, roll-on/roll-off vessels, and small cargo s hips berth under their own power without assistance of tugboats. If there is a ramp at the bow or stern of such a vessel, the vessel may line up perpendicular to the quay. In these cases, a berthing method different from that for larger vessels described in (1) may be used. It is thus necessary to determine berthing velocities carefully bas ed on actualy measured values, paying attention to the type of berthing method employed by the target vessel. (3) Figure T- 2.2.1 shows the relationship between the vessel handling condition s and berthing velocity by vessel size 4); it has been prepared based on the data collected through experience. Th is figure shows that the larger the vessel, the lower the berthing velocity becomes; moreover, the berthing velocity must be set high if the mooring facilities is not sheltered by breakwaters etc. (4) According to the results of surveys on berthing velocity 5),6), the berthing velocity is usually less than 10 cm/s for general cargo ships, but there are a few cases where it is over 10 cm/s (see Fig . T- 2.2.2). The berthing velocity

only occasionally exceeds 10 cm/s for large oil tankers that use offshore termin als (see Fig. T- 2.2.3). Even for ferries which berth under their own power, the majority berth at the velocity of less than 10 cm/s. Nevertheless, there are a few cases in which the berthing velocity is over 15 cm/s and so due care must be taken when designing ferry quays (see Fig. T- 2.2.4). It was also clear from the above-ment ioned survey results that the degree to which a vessel is loaded up has a considerable influence on the berthi ng velocity. In other words, if a vessel is fully loaded, meaning that the under-keel clearance is small, then the berthing velocity tends to be lower, whereas if it is lightly loaded, meaning that the under-keel clearance is large, then the berthing velocity tends to be higher.