PMH BV. Executive Summary. Background

Transcription

1 Executive Summary Background Passing vessels can form a threat to continuous and safe loading and discharging operations of vessels due to the unwanted horizontal motions and mooring loads of the moored vessel under influence of the forces due to the passing vessel. Interruption of loading/discharging operations can result from excessive motions of the moored vessels leading to down-time, loss of efficiency and, when transfer of oil or gas is involved, potentially dangerous situations. Pinkster Marine Hydrodynamics (PMH BV), Svašek Hydraulics, MARIN and Deltares are applying their knowledge and resources to formulate and carry out a Joint Industry Project RoPES aimed at improving knowledge regarding the physical phenomena involved and the means to predict the behaviour of the moored vessel. Objective To provide insight into the effects of passing ships and to validate and develop methodologies for the evaluation of such effects on ships moored in a port in order to provide solutions for existing and new port and terminal developments E090223a courtesy of 4Gas PMH BV 1

2 Scope of work The activities will be incorporated in the following five Work Packages : WP1: Review and use of the state-of-the-art prediction methods for the prediction of the effect of passing vessel on moored vessels As a result of their involvement in the research on passing ships, the research partners (Pinkster Marine Hydrodynamics, Svašek Hydraulics, MARIN and Deltares) all have their specific tools for the prediction of the wave and pressure fields generated by sailing vessels and their effects on moored ships in complex geometries. This Work Package involves computations of passing vessel forces, return flow and wave elevations for conditions to be applied during the model test program of Work Through the (combined) application of these tools, sensitivities, possibilities and limitations of the different tools will be determined. Many of the effects which are considered to be of importance with respect to the influence of passing ships on moored ships will be investigated using these tools. Based on these simulations a dedicated model testing program will be designed to focus on effects that need validation by model tests. WP2: Development of a computer program for the determination of passing ship forces on a moored vessel based on 3-dimensional double-body potential flow A self-contained program using a data-base of standard hull forms and simple port geometry ( channel width and channel depth : parallel walls only) will be developed which generates time domain forces on the moored vessel suitable as input to a mooring simulation program. The program will be validated using published data, results obtained using other existing codes and results of model tests and full scale measurements carried out in the course of the Joint Industry Project. WP3: Systematic model tests to determine passing vessel induced hydrodynamic forces, motions and mooring forces of a vessel moored in a port Based on the results of WP1, specific validation cases will be tested at the facilities of Deltares and MARIN. The models of the moored and passing vessels will be selected to suit the types of terminal considered. Besides measurements of passing vessel forces on a captive model, wave elevations and return flow velocity will be measured at selected locations. The model tests will be carried out for the most common types of terminals i.e. situated in a straight channel, situated where the passing vessel is changing course and in a dock to the side of the main channel. The objective of this work package is to generate insight based on physical models and to produce high quality experimental data for the purposes of validation of simulation models 2

3 WP4: Full scale tests to measure the motions and mooring line forces of a vessel moored in a waterway WP4 will be carried out in a suitable waterway in the Netherlands using a selected moored vessel and the normal traffic passing the selected location. In WP4 an existing vessel, possibly a large inland waterway vessel or another vessel which may be available, will be selected as moored vessel. The location of the moored vessel will be selected and the mooring system (mooring lines, fenders) will be instrumented. Motions and mooring forces will be recorded during the passage of normal traffic. The passing vessels will be monitored in order to determine principal dimensions, passing distance, speed and loading conditions. Furthermore, return flow velocities and wave elevations will be measured at selected locations. The objective of this Work Package is to contribute to answering the questions related to the correlation between results of full scale measurements with results of model tests and computations. WP5: Evaluation of prediction methods and recommendations for the safe mooring of ships in areas with passing ships In the final Workpackage the results of the state-of-the-art prediction methods (including the double body flow method developed in the RoPES JIP for the participants), the basin tests and full scale measurements will be used to identify the reliability, limitations and and range of application of the different methods. This will results in a summary report with guidelines for the selection of appropriate methodology and tools for the determination of passing ship forces, mooring loads and motions taking into account the specifics of a given site. Deliverables The output of the JIP will be the following : 1. Reports covering the activities of each Work Package 2. A computer tool for the determination of the time records of passing vessel forces 3. A summary report with guidelines for the selection of appropriate methodology and tools for the determination of passing ship forces, mooring loads and motions taking into account the specifics of a given site. This report will be developed based on contributions from all work package teams and edited by the project leaders. 3

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5 Project Proposal RoPES : A Joint Industry Project on The Effects of Passing Vessels on LNG Carriers, Tankers and Container Vessels moored in Ports Introduction Passing vessels generate fluid motions which in turn result in transient forces acting on moored vessels nearby. These forces result in motions of the moored vessel and loads in the mooring system. Interruption of loading/discharging operations can result from excessive motions of the moored vessels leading to down-time and loss of efficiency of the cargo transfer operation. In extreme cases, damage can be caused to the mooring system and when transfer of oil or gas is involved, this can result in potentially dangerous situations. To provide insight into the effects of passing ships and to validate and develop methodologies for the evaluation of such effects on ships moored in a port, the Joint Industry Project Research on Passing Effects on Ships (RoPES) by Pinkster Marine Hydrodynamics (PMH BV), Svašek Hydraulics, MARIN and Deltares. The JIP is aimed at providing methods and solutions for the problem of passing ships for existing and new port and terminal developments PMH BV 5

6 Background Broken moorings have resulted in drift-off of the moored vessel which in an extreme case (Tanker Jupiter See ref. [1] and Figure 1.) has led to the loss of the vessel and of life. Recently (2006) the LNG carrier Golar Freeze was pulled from its moorings by a passing tanker while discharging LNG at the newly built Elba Island terminal, Savannah, Georgia. Proper functioning of automatic release systems and prompt reactions from the tugs assigned to the terminal avoided further development of a potentially dangerous situation. Many terminal operators can attest to similar occurrences in the day-to-day business of loading and discharging vessels in busy ports. Figure 1 : Tanker Jupiter destroyed by fire as a result of passing ship induced motions. Ref [1] Increasingly, regulatory bodies are requiring assessment of the safety of the moored vessels as reflected by the loads in the mooring lines and the motions of the vessels due to passing ships. For instance, for the first time in the United States and perhaps world-wide, in the state of California a reassessment of all existing marine oil terminals (about 50) is in progress to establishing the safety of operations from the point of view of environmental forces, passing vessel forces and structural integrity of the terminals. The regulations with respect to these terminals are set out in the Marine Oil Terminals Engineering & Maintenance Standards (MOTEMS) which became law in See ref. [2]. The MOTEMS regulations are now being applied to new terminals, the first being berth 408, an oil terminal for 350k tankers in the port of Los Angeles. A similar set of standards for LNG terminals in the state is being developed at present (LNGTEMS). Such standards require, among others, accurate determination of the effects due to passing vessels. This general trend will increase the burden on terminal operators, ship owners and port authorities to ensure that their operations are shown to be safe when considering passing ship events. Passing ship effects Evaluation of passing ships effects generally starts with determination of the forces and moments acting on the moored vessel. Such forces and moments are input to subsequent computations of mooring line forces and fender forces and vessel motions. 6

7 Up to now, forces and moments acting on moored ships have been based on computed data for relatively simple cases i.e. the passing ship travels at constant speed along a straight line parallel to the moored vessel in horizontally unrestricted water and at a constant water depth valid both for the passing and the moored vessel. See ref. [3],[4],[5]. For other conditions use is sometimes made of published model test data to correct the computed data. See ref. [6]. In only few cases were effects of port geometry explicitly taken into account in experiments or computations. See ref. [7],[8],[9]. No significant amount of systematic data has been generated, or a methodology generally adopted, which could form the basis for design evaluation in a broader context however. Recent research, see ref. [9], has shown that even in the relatively simple case of a vessel moored to a vertical quay wall, the forces due to a passing vessel are significantly different to the same case without the vertical quay wall i.e. longitudinal forces on the moored vessel are larger and transverse forces are smaller when taking into account the presence of the quay. See Figure 2. Figure 2 : Effect of a vertical quay wall on passing vessel forces. Ref.[9] More complex cases involving vessels moored in a dock to the side of the main fairway have not been treated in literature up to now. See Figure 3 through Figure 6. These figures show the initial design of a LNG terminal, the 3-d models of the terminal, a moored LNG carrier and a passing tanker, the model test layout and finally the almost completed terminal. Figure 3 : Sempra_Cameron LNG Terminal, Calcasieu River. Due to open

8 Figure 4 : Simulations for Sempra_Cameron LNG Terminal (Moffatt & Nichol / PMH) Figure 5 : Model tests for Sempra_Cameron LNG Terminal (Oceanic) Figure 6 : Sempra Cameron LNG Terminal, January, 2008 The particular computational model shown in Figure 4 is capable of including the effects of long waves generated by the passing vessel. The need for including such effects in the hydrodynamic analyses of passing ship effects has not been extensively demonstrated to date. In a number of cases, current may be present in the waterway which also contributes to the total forces on the moored vessel. No systematic research has been carried out into current effects on vessels moored to a vertical quay or to a jetty next to a sloping bank. No information is available on the interaction effects between forces due to the (constant) current and the passing vessel forces. To date, regulations do not seem to require taking into account these aspects which have been shown to have a significant effect on the forces and response of the moored vessel. See ref. [2]. 8

9 Mooring loads Final evaluation of the effect of a passing ship is often based on the mooring loads and motions of the moored vessel. Such results are compared with existing criteria for allowable line and fender loads and vessel motions. In the design stage the mooring loads and vessel motions can be determined by static or dynamic mooring analyses. These can be carried out given the hydrodynamic exciting forces due to the passing vessel and other relevant environmental forces such as wind and current,the mechanical characteristics of the mooring system and the hydrodynamic reaction forces acting on the moored ship. Nowadays, the importance of using dynamic mooring analyses is being stressed [10]. See Figure 7. Dynamic analyses entail time-domain simulations of the vessel response to the passing vessel forces. Such time-domain analyses make it possible to account for various non-linear effects in the mooring system response characteristics. When considering dynamic analyses, the inertia of the vessel and the hydrodynamic reaction forces along with the reaction forces from the mooring system are also of importance. To date little information is available regarding the effects of the port geometry on the hydrodynamic reaction forces acting on the moored vessel during a passing ship event. FORCE (KN) Static Fx Static Fy Dynamic Fx Dynamic Fy TIME (SEC) Figure 7 : Computation of mooring loads using a Static and a Dynamic approach. Ref.[10] Methods to determine forces due to passing vessels Assessment of the forces due to a passing vessel can be based on several methods : - Computations - Model tests - Experience from existing terminals Computations are often the preferred choice due to relatively small effort and low costs to produce results. There are several aspects of these methods which need closer inspection however. For instance, it is not clear what the effects are of simplifications inherent to the different methods available. These can relate to the modelling (or lack of) of the port geometry, vessel geometry etc. Even the consequence of the choice of the basic method to solve the hydrodynamic problem has not been made clear i.e. most methods are based on potential flow methods ranging from slender body, (see ref. [3],[4],[5],[6]), deep water models to 3- dimensional multi-body shallow water models which can take into account complex port geometry and multiple passing and / or moored ships. See ref. [9],[11]. An 9

10 example of the application of such a 3-d model is shown in Figure 4. Methods based on solving viscous flow equations (CFD) which are also capable of describing passing ship induced flow in a complex port geometry and with multiple moored or passing vessels are also being used at this time. See ref. [12],[13,[14]. See Figure 8. These aspects are of considerable importance since a choice for CFD or potential flow methods does have a significant effect on the flexibility and costs involved in using such methods. From experiments carried out in the past, besides the above consideration regarding port geometry and the presence of current, also such aspects as the path of the passing vessel,i.e. the drift angle and rate of turn while passing the moored vessel, are of importance. In order to be able to make use of computational methods for passing vessel forces and resultant moored vessel motions and mooring loads, it must be clear which method is suitable for the particular case under consideration. It is becoming clear that for many cases of vessels moored in ports that, for instance,the influence of the presence of the port geometry is very likely to be of significant influence. However, insufficient data is available in order to be able to make a proper selection regarding the necessary computational method to be used nor is there sufficient experimental data available to be able to validate such methods for application. Figure 8 : Models of ships passing a moored vessel. CFD computations from ref. [13] Model tests in which the most important physical characteristics of the waterway, the moored and passing vessels and relevant environmental conditions (i.e. current) are modelled are a generally accepted source for reliable data and insight in the physical processes involved. While it is not expected that model tests will be a first choice as a basis for determining passing vessel effects in the preliminary design stage of a terminal, it is seen that it is often necessary to generate insight in relevant phenomena and to confirm design decisions by carrying out model tests for the final design. It is also mainly through model tests carried out under strictly controlled conditions that computational methods can best be validated. Reliable full scale data from a range of existing terminals is often not available or suitable to be applied to a specific terminal design or passing vessel situation. No systematic measurements of line of fender forces or moored vessel motions have been carried out. As a reliable basis for estimating mooring loads in the design stage 10

11 of an arbitrary terminal this source has major short-comings. It is however the behaviour of the moored vessel in a real-life terminal which is perceived to be the ultimate basis for judging the quality of both computational methods and model tests. As such, measurements carried out on full-scale are of great importance. A prerequisite for such measurements to have their full impact and to be a credible touch-stone for computations and model tests is that they be carried out systematically and that all relevant details be monitored accurately. On the basis of such detailed information computations and / or model tests can be repeated for the same conditions and results compared with confidence. See ref. [15]. Figure 9 and Figure 10 show the case of a moored barge with instrumentation in the mooring lines being passed by a cruise vessel in the Noordzee canal between Amsterdam and the North Sea. Figure 9 : Cruise liner passing instrumented moored barge in fore-ground. Noordzee canal Focus of this research project It is, among others, the intention of this research project to increase the insight in the physical effects which are of importance for the effects of passing vessels and of which a number have been touched upon in the afore-going. This will be done through an integrated application of model tests, computations and full scale measurements. By this it is meant that all three methods will be applied and validated in an interactive way with each other, computations being used to chose model test conditions, model test results used to validate computational methods, locations for full scale measurements explored by first carrying out computations, full scale measurements used to validate both model tests and computations etc. Results on the forces due to a passing vessel will, along with data on the moored vessel and mooring system properties, be applied in subsequent analyses to determine the extent to which a number of the effects discussed in the afore-going exert their influence on the mooring loads and vessel motions. Finally, recommendations or guide lines regarding the most appropriate methodology for the assessment of mooring loads and motions of the moored vessel depending on the particular case considered and on the stage of the design development will be given. This will in all cases involve, but not be restricted to, computational methods. Also the role of model tests in the design process of a terminal and of full scale measurements in a real terminal will be accounted for. 11

12 The program of activities In the afore-going a number of aspects pertaining to effects of passing vessels and the status of the body of knowledge available in these fields were briefly reviewed. This review is by no means exhaustive and in this section we sum up a number of the questions which are either still open to debate or which have only be answered partially up to now. The following summarizes some of the questions which have been raised in the afore-going and elsewhere from time to time and a number of which can be addressed in this research project : Regarding fundamental aspect of the hydrodynamic model : Can we make use of computational methods based on potential flow or do we need to use viscous flow methods (CFD)? Do free surface effects (propagation and reflection of long waves generated by the passing vessel) play a role in the forces on the moored vessel? Do we need to account for secondary (wash) waves in the prediction of forces on the moored vessel? Do we need to include the influence of a current on the passing vessel forces acting on the moored vessel? Regarding the extent and scope of the computational method for the passing vessel effects : Is it necessary to account for both the water depth at the location of the moored vessel and the water depth in the channel in which the passing vessel is sailing? Do we need to account for curved paths of passing vessels or can we suffice with the straight track near the moored vessel? Do we need to be able to compute the forces on two ships moored side-byside? Should we be able to simulate the effects of the simultaneous passing of two or more vessels each with their own speed, size etc? To what extent can we simplify our computational method and still obtain meaningful results? How accurate do we have to be when predicting effects of a passing vessel? Regarding sensitivity of the outcome for passing vessel and port parameters : What is the effect of forward speed of the passing vessel? What is the effect of passing distance? What is the effect of the relative heading of passing and moored ship? How does the presence of a quay or a sloping bank influence the forces on and motions of the moored vessel? What effect does the drift angle of the passing vessel have on the forces on the moored vessel? What is the effect of irregularities in the port geometry on the forces on the moored vessel? Regarding simulation of the response of the moored vessel : 12

13 When determining the design loads in the mooring system of a vessel, under which conditions can we use static methods and when should we use dynamic methods based on time domain simulations? Can the behaviour of the moored vessel be determined by first computing the forces on the fixed vessel and subsequently solving the equations of motion including the effects of a non-linear mooring system? Regarding full-scale and model tests : Model tests: Should the passing vessel model be self-propelled or can it be towed? How do results of model tests / computations correlate with full scale data? It is the purpose of this program to bring together experts from various parties involved with effects of passing ships on moored ships in order to further both qualitative and quantitative insight in the subject matter taking into account a number of the questions posed in the afore-going. The intention of the program may be condensed into the following objective : Objective To provide insight into the effects of passing ships and to validate and develop methodologies for the evaluation of such effects on ships moored in a port in order to provide solutions for existing and new port and terminal developments This overall objective will be achieved by realizing the following : 1. Increase insight in the physical factors influencing forces on and motions and mooring forces of moored vessels due to passing ships by means of specific model tests and computations 2. Generate systematic experimental data on passing vessel generated forces and motions, return flow velocities and draw down effects for purposes of establishing important trends and providing validation material for existing and/or new computational methods 3. Present guidelines for the selection of appropriate methodologies and tools for predicting passing vessel effects on moored ships taking into account sitespecific factors 4. Make available a validated computer tool for the prediction of horizontal forces on a moored ship Scope of work These activities will be incorporated in the following five Work Packages : WP1: Review and use of the state-of-the-art prediction methods for the prediction of the effect of passing vessel on moored vessels As a result of their involvement in the research on passing ships, the research partners (Pinkster Marine Hydrodynamics, Svašek Hydraulics, MARIN and Deltares) all have their specific tools for the prediction of the wave and pressure fields generated by sailing vessels and their result on moored ships in complex geometries: 13

14 - Double body flow (with or without free surface effects) for the effect of passing ships in complex geometries: DELPASS of Pinkster Marine Hydrodynamics - Primary and secondary wave fields of sailing ships: RAPID without viscous effects and Parnassos including viscous effects, both of MARIN - Wave propagation in a complex geometry over a complex bathymetry: TRITON by Deltares - FINEL by Svašek Hydraulics, a finite element program to predict flow around ships in a complex port geometry - Multibody diffraction analysis for determination of excitation by passing ships: DELFRAC of Pinkster Marine Hydrodynamics and DIFFRAC by MARIN - Mooring response of moored ships along a jetty or quay: TERMSIM and anysim of MARIN and BAS of Deltares This Work Package involves computations of passing vessel forces, return flow and wave elevations for conditions applied during the model test program of Work Through the (combined) application of these tools, sensitivities, possibilities and limitations of the different tools will be determined. The following effects will be addressed: speed of the passing vessel passing distance hull dimensions and hull shape relative heading of passing and moored ship presence of a quay or a sloping bank on the forces on the moored vessel quay or sloping bank on the hydrodynamic reaction forces on the moored vessel differences in the water depth at the location of the moored vessel and the water depth in the channel in which the passing vessel is sailing drift angle of the passing vessel on the forces on the moored vessel curved path of the passing vessel irregularities in the port geometry on the forces on the moored vessel free surface effects (propagation and reflection of long waves generated by the passing vessel) in the forces on the moored vessel propulsion of the passing ship current on the passing vessel forces on the moored vessel secondary (wash) waves on forces on the moored vessel Based on these simulations a dedicated model testing program will be designed to focus on effects that need validation by model tests. WP2: Development of a computer program for the determination of passing ship forces on a moored vessel based on 3-dimensional double-body potential flow A self-contained program using a data-base of standard hull forms and simple port geometry ( channel width and channel depth : parallel walls only) will be developed which generates time domain forces on the moored vessel suitable as input to a mooring simulation program. 14

15 This program will have the following features: Based on 3-dimensional Double-body Potential flow 3-dimensional modelling of the moored and passing vessel Vessels modelled based on a data base of ship forms (container, lng-carrier, tanker) which are transformable to required main dimensions, displacement Fully loaded, half-loaded and ballast draft of the vessels Port geometry consisting of straight vertical quay wall with arbitrary orientation and distance relative to the vessels Arbitrary, constant water depth throughout the domain Arbitrary headings of moored and passing vessels Passing vessel sailing at constant speed in a straight line Forces on moored vessel in vessel-bound system of axes Graphic User Interface Output suitable to be used as input for subsequent time-domain mooring simulations Running on PC under XP, or Vista The program will be validated using published data, results obtained using other existing codes and results of model tests and full scale measurements carried out in the course of the Joint Industry Project. WP3: Systematic model tests to determine passing vessel induced hydrodynamic forces, motions and mooring forces of a vessel moored in a port Based on the results of WP1, specific validation cases will be tested at the facilities of Deltares and MARIN. The models of the moored and passing vessels will be selected to suit the types of terminal considered. Besides measurements of passing vessel forces on a captive model, wave elevations and return flow velocity will be measured at selected locations. The following variations are foreseen - Passing ships in straight channels (passing distance, relative size, passing speed, drifting angle) - Passing ships with curved paths (passing distance, relative size, passing speed, curvature of path) - Passing ships in along ports (passing distance, relative size, passing speed, width of port) 15

16 WP4: Full scale tests to measure the motions and mooring line forces of a vessel moored in a waterway WP4 will be carried out in a suitable waterway in the Netherlands using a selected moored vessel and the normal traffic passing the selected location. In WP4 an existing vessel, possibly a large inland waterway vessel or another vessel which may be available, will be selected as moored vessel. The location of the moored vessel will be selected and the mooring system (mooring lines, fenders) will be instrumented. Motions and mooring forces will be recorded during the passage of normal traffic. The passing vessels will be monitored in order to determine principal dimensions, passing distance, speed and loading conditions. Furthermore, return flow velocities and wave elevations will be measured at selected locations. Depending on the size of the moored vessel i.e. if it is not too large, it may be possible to measure the passing vessel forces directly. To achieve this, a special mooring system will need to be developed which reduces possible dynamic magnification effects. If possible, selected conditions of the full scale measurement program will be repeated in the model basin. The objective of this Work Package is to contribute to answering the questions related to the correlation between results of full scale measurements with results of model tests and computations. 16

17 WP5: Evaluation of prediction methods and recommendations for the safe mooring of ships in areas with passing ships In the final Workpackage the results of the state-of-the-art prediction methods (including the double body flow method developed in the RoPES JIP for the participants), the basin tests and full scale measurements will be used to identify the reliability, limitations and and range of application of the different methods. Further the results of these methods will be used to come with recommendation of the safe mooring of ships in areas with passing ships (different mooring systems will be considered, for instance steel wires, nylon/polypropylene or carbon fibre ropes). This will results in a summary report with guidelines for the selection of appropriate methodology and tools for the determination of passing ship forces, mooring loads and motions taking into account the specifics of a given site. Deliverables The output of the JIP will be the following : 1. Reports covering the activities of each Work Package 2. A computer tool for the determination of the time records of passing vessel forces 3. A summary report with guidelines for the selection of appropriate methodology and tools for the determination of passing ship forces, mooring loads and motions taking into account the specifics of a given site. This report will be developed based on contributions from all work package teams and edited by the project leaders. Schedule The preliminary overall schedule for the projects is given below: Activity 2010-Q Q Q Q Q Q Q Q Q Q Q3 Work Package 1 Work Package 2 Work Package 3 Work Package 4 Work Package 5 17

18 Costs and Participation fees At the moment the following cost overview for the different Work Packages are foreseen: Work Package WP Leaders Budget (Euro) WP1: State of the art Pinkster Marine Hydrodynamics MARIN Deltares Svasek WP2: Code development Pinkster Marine Hydrodynamics WP3: Model tests MARIN Deltares WP4: Full scale tests Svasek MARIN WP5: Evaluation Pinkster Marine Hydrodynamics MARIN Deltares Svasek JIP Management 5% Pinkster Marine Hydrodynamics Total Participation fees (can be spread over 3 years): 50k 100k 100k 100k 150k 350k 350k 150k 50k 100k 100k 100k Oil companies/ports/terminal operators EURO 75,000 Engineering companies EURO 50,000 Small consultancy firms (on request) / Classification Societies / Regulatory bodies EURO 25,000 Contact If you are interested to join in the RoPES JiP please contact : Pinkster Marine Hydrodynamics : J.A. Pinkster ; jo.pinkster@pmh-bv.com or : Svašek Hydraulics : A.J. Bliek ; bliek@svasek.nl MARIN : H.J.J. van den Boom ; h.v.d.boom@marin.nl B.Buchner ; B.Buchner@marin.nl Deltares : O. Weiler ; Otto.Weiler@deltares.nl 18

19 References [1] National Transportation Safety Board, Explosion and Fire Aboard the U.S. Tankship Jupiter, Bay City, Michigan, September 16, 1990, Marine Accident Report, PB , NSTB/MAR-91/04, Adopted Oct. 29, [2] Marine Oil Terminal Engineering and Maintenance Standards (MOTEMS) 2007 Title 24, CCR, Part 2, California Building Code, Chapter 31F- Marine Oil Terminals. Available through the website of the California State Land Commission (CSCL) [3] Wang, Shen, Dynamic Effects of Ship Passage on Moored Vessels, ASCE, Journal of the Waterways, Harbors and Coastal Engineering Division, WW3, pp , Aug [4] King, G.W., "Unsteady Hydrodynamic Interactions Between Ships", Journal of Ship Research, Vol. 21, No. 3, Sep [5] Varyani, K.S.," Estimation of Loads on Mooring Ropes of a Moored Ship due to a Passing Ship, Proceedings International Conference on Safety and Operations in Canals and Waterways, SOCW 2008, Glasgow, 2008 [6] Seelig, W, Passing Ship Effects on Moored Ships, Technical Report TR OCN, Naval Facilities Engineering Service Center, Port Hueneme, [7] Cohen, S. and Beck, R., "Experimental and Theoretical Hydrodynamic Forces on a Mathematical Model in Confined Waters", Journal of Ship Research, Vol. 27, No. 2, June [8] Spencer, J., McBride, M., Beresford, P. and Goldberg, D., Modelling the Effects of Passing Ships, Proceedings, International Colloquim on Computer Applications in Coastal and Offshore Engineering, Kuala Lumpa, June [9] Pinkster, J.A., The Influence of a Free Surface on Passing Ship Effects, International Shipbuilding Progress, 51, No. 4, 2004 [10]` Headland, J.R., Smith, E.D. Dynamic Analysis of Moored Ships Exposed to Passing Vessels, PIANC Annual Meeting, U.S. Section, Portland, Oregon, 2003 [11] Korsmeyer, F.,Lee, C., and Newman, J.N., Computation of Ship Interaction Forces in Restricted Waters, Journal of Ship Research, Vol. 37, No. 4, 1993 [12] Fenical, S., et al. Numerical Modeling of Passing Vessel Impacts on Berthed Vessels and Shoreline, Paper No. 1234, International Coastal Engineering Conference 2006, San Diego, 2006 [13] Huang, E.T., Chen, H-C., Passing Ship Effects on Moored Vessels at Piers,Proceedings Prevention First 2006 Symposium, Long Beach, California, 2006 [14] Huang, E.T., Chen, H-C., Influences of Site Specifics on Passing Ship Effects,Proceedings of the Seventeenth (2007) International Offshore and Polar Engineering Conference, Portugal, 2007 [15] Pinkster, J.A. and De Ruijter, M.N., The Influence of Passing Ships on Ships Moored in Restricted Waters, Paper OTC 16719, Offshore Technology Conference, Houston,