The Impact Loads of Ships Colliding With Fixed Structures

Blok, J.J.; Brozius, L.H.; Dekker, Johan

doi:10.4043/4469-ms

Cited by 6 publications

(2 citation statements)

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“…The virtual mass factor increased mainly with the decreasing water depth (dimensionless factor h/T) and to a less extent, with the decreasing spring rigidity or fender stiffness. Blok et al (1983) presents also the results of a series of tests performed on a scale model for the following conditions:…”

Section: Virtual Mass Factormentioning

confidence: 99%

The Kinetic Energy method revisited

Demenet

2016

Journal of Applied Water Engineering and Research

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The Kinetic Energy method has been adopted by several standards and guidelines. While, on the one hand, this approach is to some extent subject to the subjective judgement of the designer, on the other hand, it has been time-approved on the basis of experience and allows designers to obtain reasonable results that take into account the major variables influencing vessel berthing. This article revisits this method with a focus on the virtual mass factor for which a new formulation is proposed.

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Section: Virtual Mass Factormentioning

confidence: 99%

The Kinetic Energy method revisited

Demenet

2016

Journal of Applied Water Engineering and Research

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“…ship mass, initial velocity of ships, add mass coefficient, eccentricity coefficient, and structural deformation coefficient. The absorbed energy of the fender is represented by the work performed by the fender, this kinetic energy is expressed in equation 2, and this equation is not dependent of the fender shape and the fender properties (Loaddeflection curve) [5].…”

Section: Wherementioning

confidence: 99%

Evaluate The Cylindrical Rubber Fender Response Under Dynamic Load

Qasim¹,

Anis²,

Mohamad³

2017

Seventh International Conference on Advances in Civil and Structural Engineering - CSE 2017

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Fender systems are very important part in marine and offshore structures. They are used to decrease the influence of impact forces of vessels during berthing or mooring conditions. This paper focuses on evaluating the response of a cylindrical rubber fender (Length = 5m, outer diameter = 0.5 m and inner diameter = 0.25m) subjected to impact load that comes from a mooring ship with capacity 330,000 DWT. Three curves are drawn representing the mechanical response of the cylindrical rubber fender under the influence of impact load, the first curve is the highest response and represents the result of the impact due to the initial speed of ship, but the other curves represent the reaction of cylindrical rubber fender after the initial impact.

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