Section 3103F — California Building Code (Title 24, Part 2)

STRUCTURAL LOADING CRITERIA

Division 3

3103F.4 Earthquake loads.¶

3103F.1 General.¶

Section 3103F establishes the environmen- tal and operating loads acting on the marine oil terminal (MOT) structures and on moored vessel(s). The analysis pro- cedures are presented in Sections 3104F – 3107F.

3103F.2 Dead loads.¶

3103F.2.1 General. Dead loads shall include the weight of the entire structure, including permanent attachments such as loading arms, pipelines, deck crane, fire monitor tower, gangway structure, vapor control equipment and mooring hardware. Unit weights specified in Section 3103F.2.2 may be used for MOT structures if actual weights are not available.

3103F.2.2 Unit weights. The unit weights in Table 31F-3- 1 may be used for both existing and new MOTs.

TABLE 31F-3-1 UNIT WEIGHTS

MATERIAL	UNIT WEIGHT (pcf)*
Steel or cast steel	490
Cast iron	450
Aluminum alloys	175
Timber (untreated)	40-50
Timber (treated)	45-60
Concrete, reinforced (normal weight)	145-160
Concrete, reinforced (lightweight)	90-120
Asphalt paving	150

* pounds per cubic foot

3103F.2.3 Equipment and piping area loads. The equip- ment and piping area loads in Table 31F-3-2 may be used, as a minimum, in lieu of detailed as-built data.

TABLE 31F-3-2 EQUIPMENT AND PIPING AREA LOADS

LOCATION	AREA LOADS (psf)***
Open areas	20*
Areas containing equipment and piping	35**
Trestle roadway	20*

* Allowance for incidental items such as railings, lighting, miscellaneous equipment, etc. **35 psf is for miscellaneous general items such as walkways, pipe supports, lighting and instrumentation. Major equipment weight shall be established and added into this weight for piping manifold, valves, deck crane, fire monitor tower, gangway structure and similar ma/or equipment. *** pounds per square foot

3103F.3 Live loads and buoyancy.¶

The following vertical live loading shall be considered, where appropriate: uniform loading, truck loading, crane loading and buoyancy. Addi- tionally, MOT specific, nonpermanent equipment shall be identified and used in loading computations.

3103F.4.1 General. Earthquake loads are described in terms of Peak Ground Acceleration (PGA), spectral accel- eration and earthquake magnitude. The required seismic analysis procedures (Tables 31F-4-1 and 31F-4-2) are dependent on the spill classification obtained from Table 31F-1-1.

3103F.4.2 Design earthquake motion parameters. The earthquake ground motion parameters of peak ground acceleration, spectral acceleration and earthquake mag- nitude are modified for site amplification and near fault directivity effects. The resulting values are the Design Peak Ground Acceleration (DPGA), Design Spectral Acceleration (DSA) and Design Earthquake Magnitude (DEM).

For Site Classes A through E (Section 3103F.4.2.1), peak ground and design spectral accelerations shall be obtained from:

1. U.S. Geological Survey (USGS) published data as discussed in Section 3103F.4.2.2, or

2. A site-specific probabilistic seismic hazard analysis (PSHA) as discussed in Section 3103F.4.2.3.

Site-specific PSHA is required for Site Class F.

Unless stated otherwise, the DSA values are for 5 per- cent damping; values at other levels may be obtained as per Section 3103F.4.2.9.

The appropriate probability levels associated with DPGA and DSA for different seismic performance levels are provided in Table 31F-4-1. Deterministic earthquake motions, which are used only for comparison to the proba- bilistic results, are addressed in Section 3103F.4.2.7.

The evaluation of Design Earthquake Magnitude (DEM), is discussed in Section 3103F.4.2.8. This parame- ter is required when acceleration time histories (Section 3103F.4.2.10) are addressed or if liquefaction potential (Section 3106F.4) is being evaluated.

3103F.4.2.1 Site classes. The following Site Classes, defined in Section 3106F.2.1, shall be used in develop- ing values of DSA and DPGA:

A, B, C, D, E and F

For Site Class F, a site-specific response analysis is required per Section 3103F.4.2.5.

3103F.4.2.2 Earthquake motions from USGS maps. Earthquake ground motion parameters can be obtained directly from the US Seismic Design Maps tool avail- able at the USGS website (http://earthquake.usgs.gov) for the site condition(s) appropriate for the MOT site and the selected probability of exceedance. For this purpose, select the ASCE/SEI 41 [3.1] as the design code reference document, and specify the appropriate custom parameters, including but not limited to, loca- tion, required Probability of Exceedance (in 50 years), and appropriate Site Soil Classification(s) for the MOT

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site. The USGS tool directly provides the peak ground and spectral accelerations for the selected hazard level and site condition(s).

The alternative method of obtaining earthquake ground motion parameters, from the most current USGS data for selected hazard level and site condi- tion(s), is permitted. If needed, the data for appropriate probability of exceedance may be obtained using the procedure described in Chapter 1 of FEMA 356 [3.2], and corrected for the MOT site as discussed in Section 3103F.4.2.4 or Section 3103F.4.2.5.

3103F.4.2.3 Earthquake motions from site-specific probabilistic seismic hazard analyses. Site-specific Probabilistic Seismic Hazard Analysis (PSHA) shall use appropriate seismic sources and their characteri- zation, attenuation relationships, probability of exceed- ance, and site soil conditions. Site-specific PSHA shall be conducted by a qualified California registered civil engineer with a California authorization as a geotech- nical engineer per Section 3102F.3.4.8.

If site-specific PSHA is used for Site Classes A, B, C, D or E, results from the site-specific PSHA shall be compared with those from the USGS published data as described in Section 3103F.4.2.2. If the two sets of val- ues differ significantly, a justification for using the characterization chosen shall be provided. If DPGA and DSA from site-specific PSHA are less than 80 per- cent of the values from USGS data, a peer review may be required.

3103F.4.2.4 Simplified evaluation of site amplifica- tion effects. When the MOT site class is different from the Site Classes B to C boundary, site amplification effects shall be incorporated in peak ground accelera- tions and spectral accelerations. This may be accom- plished using a simplified method or a site-specific evaluation (Section 3103F.4.2.5).

For a given site class, the following procedure from Chapter 1 of FEMA 356 [3.2] presents a simplified method that may be used to incorporate the site ampli- fication effects for peak ground acceleration and spec- tral acceleration computed for the Site Classes B and C boundary.

1. Calculate the spectral acceleration values at 0.20 and 1.0 second period:

SXS = Fa SS (3-1)

SX1 = Fv S1 (3-2)

where:

Fa = site coefficient obtained from Table 31F-3-3

Fv = site coefficient obtained from Table 31F-3-4

SS = short period (usually at 0.20 seconds)

spectral acceleration value (for the boundary of Site Classes B and C) obtained using Section 3103F.4.2.2, or at

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the period corresponding to the peak in spectral acceleration values when obtained from Section 3103F.4.2.3

S1 = spectral acceleration value (for the

boundary of Site Classes B and C) at 1.0 second period

SXS = spectral acceleration value obtained using

the short period Ss and factored by Table 31F-3-3 for the site class under consideration.

SX1 = spectral acceleration value obtained using

the 1.0 second period S1 and factored by Table 31F-3-4 for the site class under consideration.

2. Set PGAX = 0.4SXS (3-3)

where:

PGAX = peak ground acceleration corresponding

to the site class under consideration.

When the value of PGAX is less than the peak ground acceleration obtained following Section 3103F.4.2.2 or Section 3103F.4.2.3, an explana- tion of the results shall be provided.

3. PGAX, SXS, and SX1 constitute three spectral acceleration values for the site class under con- sideration corresponding to periods of 0, SS (usually 0.2 seconds), and 1.0 second, respec- tively.

4. The final response spectra, without consideration for near-fault directivity effects, values of Sa for the site class under consideration may be obtained using the following equations (for 5 per- cent critical damping):

For 0 < T < 0.2T0

Sa = (SXS)(0.4 + 3T/T0) (3-4)

where:

T = Period corresponding to calculated Sa T0 = Period at which the constant acceleration

and constant velocity regions of the design spectrum intersect

For 0.2T0 < T < T0

Sa = SXS (3-5)

For T > T0

Sa = SX1/T (3-6)

where:

T0 = SX1/SXS (3-7)

The resulting PGAX is the DPGA. However, the Sa shall be modified for near-fault directivity effects, per Section 3103F.4.2.6 to obtain the final DSAs.

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TABLE 31F-3-3

	VALUES OF Fa
*SITE* *CLASS*	SS	SS	SS	SS	SS
*SITE* *CLASS*	*< 0.25*	*0.5*	*0.75*	*1.0*	*> 1.25*
A	0.8	0.8	0.8	0.8	0.8
B	1.0	1.0	1.0	1.0	1.0
C	1.2	1.2	1.1	1.0	1.0
D	1.6	1.4	1.2	1.1	1.0
E	2.5	1.7	1.2	0.9	0.9
F	*	*	*	*	*

Note: Linear interpolation can he used to estimate values of Fa for intermediate values of SS.

* Site-specific dynamic site response analysis shall be performed.

TABLE 31F-3-4

	VALUES OF Fv
*SITE* *CLASS*	S1	S1	S1	S1	S1
*SITE* *CLASS*	*< 0.1*	*0.2*	*0.3*	*0.4*	*> 0.5*
A	0.8	0.8	0.8	0.8	0.8
B	1.0	1.0	1.0	1.0	1.0
C	1.7	1.6	1.5	1.4	1.3
D	2.4	2.0	1.8	1.6	1.5
E	3.5	3.2	2.8	2.4	2.4
F	*	*	*	*	*

Note: Linear interpolation can he used to estimate values of Fv for intermediate values of S1.

* Site-specific dynamic site response analysis shall be performed.

3103F.4.2.5 Site-specific evaluation of amplification effects. As an alternative to the procedure presented in Section 3103F.4.2.4, a site-specific response analysis may be performed. For Site Class F a site-specific response analysis is required. The analysis shall be either an equivalent linear or nonlinear analysis. Appropriate acceleration time histories as discussed in Section 3103F.4.2.10 shall be used.

In general, an equivalent linear analysis using, for example, SHAKE91 [3.3] is acceptable when the strength and stiffness of soils are unlikely to change significantly during the seismic shaking, and the level of shaking is not large. A nonlinear analysis should be used when the strength and/or stiffness of soils could significantly change during the seismic shaking or sig- nificant nonlinearity of soils is expected because of high seismic shaking levels.

The choice of the method used in site response anal- ysis shall be justified considering the expected stress- strain behavior of soils under the shaking level consid- ered in the analysis.

Site-specific site response analysis may be per- formed using one-dimensional analysis. However, to the extent that MOTs often involve slopes or earth retaining structures, the one-dimensional analysis should be used judiciously. When one-dimensional analysis cannot be justified or is not adequate, two- dimensional equivalent linear or nonlinear response

analysis shall be performed. Site-specific response analysis results shall be compared to those based on the simplified method of Section 3103F.4.2.4 for rea- sonableness.

The peak ground accelerations obtained from this site-specific evaluation are DPGAs and the spectral accelerations are DSAs as long as the near-fault direc- tivity effects addressed in Section 3103F.4.2.6 are appropriately incorporated into the time histories (Sec- tion 3103F.4.2.10).

3103F.4.2.6 Directivity effects. When the site is 15 km (9.3 miles) or closer to a seismic source that can sig- nificantly affect the site, near-fault directivity effects shall be reflected in the spectral acceleration values and in the deterministic spectral acceleration values of Section 3103F.4.2.7.

Two methods are available for incorporating direc- tivity effects:

1. Directivity effects may be reflected in the spectral acceleration values in a deterministic manner by using well established procedures such as that described in Somerville, et al. [3.4]. The critical seismic sources and their characterization devel- oped as part of the deterministic ground motion parameters (Section 3103F.4.2.7) should be used to evaluate the directivity effects. The resulting adjustments in spectral acceleration values may be applied in the probabilistic spectral accelera- tion values developed per Section 3103F.4.2.4 or 3103F.4.2.5. Such adjustment can be indepen- dent of the probability levels of spectral accelera- tions.

2. Directivity effects may be incorporated in the results of site specific PSHA per Section 3103F.4.2.3. In this case, the directivity effects will also depend on the probability level of spec- tral accelerations.

If spectral accelerations are obtained in this man- ner, the effects of site amplification using either Section 3103F.4.2.4, 3103F.4.2.5 or an equivalent method (if justified) shall be incorporated.

3103F.4.2.7 Deterministic earthquake motions. Deter- ministic ground motions from “scenario” earthquakes may be used for comparison purposes. Deterministic peak ground accelerations and spectral accelerations may be obtained using the “Critical Seismic Source” with maximum earthquake magnitude and its closest appropriate distance to the MOT. “Critical Seismic Source” is that which results in the largest computed median peak ground acceleration and spectral acceler- ation values when appropriate attenuation relation- ships are used. The values obtained from multiple attenuation relationships should be used to calculate the median peak ground acceleration and spectral acceleration values.

For comparison, the values of peak ground acceler- ations and spectral accelerations may be obtained from

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the USGS maps, corresponding to the Maximum Con- sidered Earthquake (MCE). In this case, the median values of peak ground acceleration and spectral accel- eration values shall be 2/3 (see Section 1.6 of FEMA 356 [3.2]) of the values shown on the USGS maps.

3103F.4.2.8 Design Earthquake Magnitude. The Design Earthquake Magnitude used in developing site- specific acceleration time histories (Section 3103F.4.2.10) or liquefaction assessment (Section 3106F.4) is obtained using either of the following two methods:

1. The design earthquake may be selected as the largest earthquake magnitude associated with the critical seismic source. The distance shall be taken as the closest distance from the source to the site. The resulting design earthquake shall be associated with all DPGA values for the site, irrespective of probability levels.

2. The design earthquake (DEQ) may be obtained for each DPGA or DSA value and associated probability level by determining the corre- sponding dominant distance and magnitude. These are the values of the distance and magni- tude that contribute the most to the mean seis- mic hazards estimates for the probability of interest. They are usually determined by locat- ing the summits of the 3-D surface of contribu- tion of each small interval of magnitude and distance to the total mean hazards estimate. If this 3-D surface shows several modes with approximate weight of more than 20 percent of the total, several DEQs may be considered, and the DEQ leading to the most conservative design parameters shall be used.

3103F.4.2.9 Design Spectral Acceleration for various damping values. Design Spectral Acceleration (DSA) values at damping other than 5 percent shall be obtained by using a procedure given in Chapter 1 of FEMA 356 [3.2], and is denoted as DSAd. The follow- ing procedure does not include near-fault directivity effects.

For 0 < T < 0.2 T0

DSAd = SXS [(5/BS -2) T/T0 + 0.4] (3-8)

For 0.2 T0 < T < T0

DSAd = DSA/BS (3-9)

For T > T0

DSAd = S1 /(B1 T) (3-10)

where:

T = period

T0 = SX1 /SXS BS = Coefficient used to adjust the short period

spectral response, for the effect of viscous damping.

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B1 = Coefficient used to adjust one-second period

spectral response, for the effect of viscous damping

Values of BS and B1 are obtained from Table 31F-3-5.

Such a procedure shall incorporate the near-fault directivity effects when the MOT is 15 km (9.3 miles) or closer to a significant seismic source.

TABLE 31F-3-5 VALUES OF BS AND B1 [3.2]

DAMPING (%)	B S	B 1
< 2	0.8	0.8
5	1.0	1.0
10	1.3	1.2
20	1.8	1.5
30	2.3	1.7
40	2.7	1.9
> 50	3.0	2.0

Note: Linear interpolation should be used for damping values not specifically listed.

3103F.4.2.10 Development of acceleration time histo- ries. When acceleration time histories are utilized, tar- get spectral acceleration values shall be initially selected corresponding to the DSA values at appropri- ate probability levels. For each set of target spectral acceleration values corresponding to one probability level, at least three sets of horizontal time histories (one or two horizontal acceleration time histories per set) shall be developed.

time histories are utilized, tar-_ get spectral acceleration values shall be initially selected corresponding to the DSA values at appropri- ate probability levels. For each set of target spectral acceleration values corresponding to one probability level, at least three sets of horizontal time histories (one or two horizontal acceleration time histories per set) shall be developed.

Initial time histories shall consider magnitude, dis- tance and the type of fault that are reasonably similar to those associated with the conditions contributing most to the probabilistic DSA values. Preferred initial time histo- ries should have their earthquake magnitude and distance to the seismic source similar to the mode-magnitude and mode-distance derived from the PSHA or from appropri- ate maps. When an adequate number of recorded time histories are not available, acceleration time histories from simulations may be used as supplements.

Scaling or adjustments, either in the frequency domain or in the time domain (preferably), prior to gen- erating acceleration time histories should be kept to a minimum. When the target spectral accelerations include near-fault directivity effects (Section 3103F.4.2.6), the initial time histories should exhibit directivity effects.

When three sets of time histories are used in the anal- ysis, the envelope of the spectral acceleration values from each time history shall be equal to or higher than the target spectral accelerations. If the envelope values fall below the target values, adjustments shall be made to ensure that the spectral acceleration envelope is higher than target spectral accelerations. If the envelope is not higher, then a justification shall be provided.

When seven or more sets of time histories are used, the average of the spectral acceleration values from the

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3103F.5.2.2.2 Survival condition. The survival con- dition is defined as the state wherein a vessel can remain safely moored at the berth during severe winds; however, loading arms and hoses shall be disconnected (see Sections 3110F.2 and 3110F.3 regarding movement limits of loading arms and hoses, respectfully). The survival condition is the wind zone between the operational condition and the departure condition (defined in Section 3103F.5.2.2). In this wind zone, the vessel must pre- pare to depart the berth.

erth during severe_ winds; however, loading arms and hoses shall be disconnected (see Sections 3110F.2 and 3110F.3 regarding movement limits of loading arms and hoses, respectfully). The survival condition is the wind zone between the operational condition and the departure condition (defined in Section 3103F.5.2.2). In this wind zone, the vessel must pre- pare to depart the berth.

3103F.5.2.2.3 Departure condition. The departure condition is defined as the wind state above which a vessel can no longer remain safely moored at the berth during severe winds, as determined from the mooring analysis (Section 3105F). For a new MOT, the departure condition threshold is the maximum wind velocity, for a 30-second gust and a 25-year return period, obtained from historical data. If the wind rises above these levels, the vessel must depart the berth.

3103F.5.2.3 Wind speed corrections. Wind speed mea- sured at an elevation of 33 feet (10 meters) above the water surface, with duration of 30 seconds shall be used to determine the design wind speed. If these condi- tions are not met, the following corrections shall be applied.

The correction for elevation is obtained from the equation:

1 / 7

= Vh ³³

^---- h ^-

Vw = Vh ³³

^---- h ^-

³³ ^---- h ^-

(3-11)

where:

Vw = wind speed at elevation 33 ft. (10 m.)

Vh = wind speed at elevation h

h = elevation above water surface of wind data

[feet]

The available wind duration shall be adjusted to a 30-second value, using the following formula:

Vt Vt = 30 sec = ---- ct

where:

(3-12)

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set of time histories shall be equal or higher than the target spectral acceleration values. If the average val- ues fall below the target values, adjustments shall be made to ensure that average values are higher than the target spectral accelerations. If this is not the case, then an explanation for the use of these particular spec- tral acceleration values shall be provided.

When three sets of time histories are used in the analysis, the maximum value of each response parame- ter shall be used in the design, evaluation and rehabili- tation. When seven or more sets of time histories are used in the analysis, the average value of each response parameter may be used.

3103F.5 Mooring loads on vessels.¶

3103F.5.1 General. Forces acting on a moored vessel may be generated by wind, waves, current, tidal varia- tions, tsunamis, seiches and hydrodynamic effects of pass- ing vessels. Forces from wind and current acting directly on the MOT structure (not through the vessel in the form of mooring and/ or breasting loads) shall be determined in Section 3103F.7.

The vessel’s moorings shall be strong enough to hold during all expected environmental and passing vessel con- ditions (see Section 3105F), while adequately accommo- dating changes in draft, surge, sway, yaw and tide.

3103F.5.2 Wind loads. Wind loads on a vessel, moored at a MOT, shall be determined using procedures described in this section. Wind speed measured at an elevation of 33 feet (10 meters) above the water surface, with duration of 30 seconds shall be used to determine the design wind speed and wind limits for moored vessels. If these condi- tions are not met, adjustment factors shall be applied per Sections 3103F.5.2.2.

3103F.5.2.1 Design wind speed. For new MOTs, the 25-year return period shall be used to establish the design wind speed for each direction. The design wind speed is the maximum wind speed of 30-second duration used in the mooring analysis (see Section 3105F). The 30-second duration wind speed shall be determined from the annual maximum wind data. Average annual summaries cannot be used. Maximum wind speed data for a minimum of eight directions (45-degree incre- ments) shall be obtained. If other duration wind data is available, it shall be adjusted to a 30-second duration, in accordance with Equation (3-12).

3103F.5.2.2 Wind limits for moored vessels. Wind loads shall be calculated for each of the load cases identified in Section 3105F.2. Wind velocity limits for moored vessels shall be presented in the Terminal Operating Limits (see Section 3102F.3.6.1 and Figure 31F-2-1) for each of the conditions given below.

3103F.5.2.2.1 Operational condition. The opera- tional condition is defined as the wind envelope in which a vessel may conduct transfer operations, as determined from the mooring analysis (Section 3105F). Transfer operations shall cease when the wind exceeds the maximum velocity of the envelope.

Vt = 30 sec = wind speed for a 30-second duration

Vt = wind speed over a given duration

ct = conversion factor from Figure 31F-3-1

If wind data is available over land only, the follow- ing equation shall be used to convert the wind speed from over-land to over-water conditions [3.5]:

Vw = 1.10 VL (3-13)

where:

Vw = over water wind speed

VL = over land wind speed

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FIGURE 31F-3-1 WIND SPEED CONVERSION FACTOR [3.5]

forces and moments. If the current velocity profile is known, the average current velocity can be obtained from the following equation:

(3-14)

2 = (1 ⁄ T ) ( vc )

2 ds

3103F.5.2.4 Static wind loads on vessels. The OCIMF MEG3 [3.6] shall be used to determine the wind loads for all tank vessels.

Alternatively, wind loads for any type of vessel may be calculated using the guidelines in Ferritto et al. [3.7].

3103F.5.3 Current loads.

3103F.5.3.1 Design current velocity. Maximum ebb and flood currents, annual river runoffs and controlled releases shall be considered when establishing the design current velocities for both existing and new MOTs.

Local current velocities may be obtained from NOAA [3.8] or other sources, but must be supple- mented by site-specific data, if the current velocity is higher than 1.5 knots.

Site-specific data shall be obtained by real time measurements over a one-year period. If this informa- tion is not available, a safety factor of 1.25 shall be applied to the best available data until real time mea- surements are obtained.

If the facility is not in operation during annual river runoffs and controlled releases, the current loads may be adjusted.

Operational dates need to be clearly stated in the definition of the Terminal Operating Limits (see Sec- tion 3102F.3.6.1 and Figure 31F-2-1).

3103F.5.3.2 Current velocity adjustment factors. An average current velocity (Vc) shall be used to compute

where:

Vc = average current velocity (knots)

T = draft of vessel

vc = current velocity as a function of depth (knots)

s = water depth measured from the surface

If the velocity profile is not known, the velocity at a known water depth shall be adjusted by the factors pro- vided in Figure 31F-3-2 to obtain the equivalent aver- age velocity over the draft of the vessel.

3103F.5.3.3 Static current loads. The OCIMF MEG3

[3.6] or the UFC 4-159-03 [3.9] procedures shall be used to determine current loads for moored tank ves- sels.

3103F.5.3.4 Sea level rise (SLR). All MOTs shall con- sider the predicted SLR over the remaining life of the ter- minal, due to subsidence or climate change combined with maximum high tide and storm surge. Consideration shall include but not be limited to variation in fender locations, additional berthing loads (deeper draft ves- sels) and any components near the splash zone.

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FIGURE 31F-3-2 CURRENT VELOCITY CORRECTION FACTOR (p. 23 [3.6])

3103F.5.4 Wave loads. When the significant wave period, Ts, is greater than 4 seconds (see Section 3105F.3.1), the transverse wave induced vessel reactions shall be calcu- lated using a simplified dynamic mooring analysis described below.

The horizontal water particle accelerations shall be calculated for the various wave conditions, taken at the mid-depth of the loaded vessel draft. The water particle accelerations shall then be used to calculate the wave excitation forces to determine the static displacement of the vessel. The Froude-Krylov method discussed in Chakrabarti’s Chapter 7 [3.10] may be used to calculate the wave excitation forces, by conservatively approximat- ing the vessel as a rectangular box with dimensions simi- lar to the actual dimensions of the vessel. The horizontal water particle accelerations shall be calculated for the various wave conditions, taken at the mid-depth of the loaded vessel draft. The computed excitation force assumes a 90-degree incidence angle with the longitudinal axis of the vessel, which will result in forces that are sig- nificantly greater than the forces that will actually act upon the vessel from quartering seas. A load reduction factor may be used to account for the design wave inci- dence angle from the longitudinal axis of the ship. The overall excursion of the vessel shall be determined for each of the wave conditions by calculating the dynamic response of the linear spring mass system.

3103F.5.5 Passing vessels. When required in Section 3105F.3, the sway and surge forces, as well as yaw

moment, on a moored vessel, due to passing vessels, shall be established considering the following:

1. Ratio of length of moored vessel to length of pass- ing vessel.

2. Distance from moored vessel to passing vessel.

3. Ratio of midship section areas of the moored and passing vessels.

4. Underkeel clearances of the moored and passing vessels.

5. Draft and trim of the moored vessel and draft of the passing vessel.

6. Mooring line tensions.

The passing vessel’s speed should take into consider- ation the ebb or flood current. Normal operating wind and current conditions can be assumed when calculating forces due to a passing vessel. Either method of Kriebel

[3.11] or Wang [3.12] may be used to determine forces on a moored vessel. Kriebel’s recent wave tank study improves on an earlier work of Seelig [3.13].

3103F.5.6 Seiche. The penetration of long period low amplitude waves into a harbor can result in resonant standing wave systems, when the wave forcing frequency coincides with a natural frequency of the harbor. The res- onant standing waves can result in large surge motions if this frequency is close to the natural frequency of the mooring system. Section 3105F.3.3 prescribes the proce- dure for the evaluation of these effects.

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3103F.5.7 Tsunamis. A tsunami may be generated by an earthquake or a subsea or coastal landslide, which may induce large wave heights and excessive currents. The large wave or surge and the excessive currents are poten- tially damaging, especially if there is a tank vessel moored alongside the MOT wharf.

Tsunamis can be generated either by a distant or near source. A tsunami generated by a distant source (far field event) may allow operators to have an adequate warning for mitigating the risk by allowing the vessels to depart the MOT and go into deep water. For near-field events, with sources less than 500 miles away, the vessel may not have adequate time to depart. Each MOT shall have a “tsunami plan” describing what actions will be performed, in the event of a distant tsunami.

Recent tsunami studies have been completed for both Southern and Northern California. For the Ports of Los Angeles and Long Beach, one of these recent studies focused on near field tsunamis with predicted return peri- ods of 5,000 to 10,000 years [3.14]. These maximum water levels (run-up) would not normally be used for MOT design. However, because the study also provides actual tidal records from recent distant tsunamis, it should be used for design.

The run-up value for Port Hueneme was obtained from an earlier study by Synolakis et al. [3.15].

Run up-values: Port of Los Angeles and Long Beach = 8 ft.

Port Hueneme = 11 ft.

For the San Francisco Bay, a recent study provides the maximum credible tsunami water levels and current speeds. These results are deterministic and are based on the most severe seismic sources that could reasonably impact MOTs in the San Francisco Bay [3.16]. Table 31F- 3-6 provides values for the marine oil terminal locations within San Francisco Bay. Water levels could be positive or negative and current velocities may vary in direction. In order to determine the maximum run-up at a MOT, the largest values should be added to the mean high tide. Fur- ther details are available in [3.16].

ably_ impact MOTs in the San Francisco Bay [3.16]. Table 31F- 3-6 provides values for the marine oil terminal locations within San Francisco Bay. Water levels could be positive or negative and current velocities may vary in direction. In order to determine the maximum run-up at a MOT, the largest values should be added to the mean high tide. Fur- ther details are available in [3.16].

Loads from tsunami-induced waves can be calculated for various structural configurations [3.17]. Tsunami wave heights in shallow water and particle kinematics can also be obtained. Other structural considerations include uplift and debris impact.

TABLE 31F-3-6 TSUNAMI RUN-UP VALUES (ft) AND CURRENT SPEEDS (ft/sec)

IN THE SAN FRANCISCO BAY AREA (AFTER [3.16] )

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3103F.6 Berthing Loads.¶

3103F.6.1 General. Berthing loads are quantified in terms of transfer of kinetic energy of the vessel into potential energy dissipated by the fender(s). The terms and equa- tions below are based on those in UFC 4-152-01 [3.18] and PIANC [3.19].

Kinetic energy shall be calculated from the following equation:

The berthing coefficient, Cb, is given by:

Cb = Ce · Cg · Cd · Cc (3-17)

where:

Ce = Eccentricity Coefficient Cc = Configuration Coefficient Cg = Geometric Coefficient Cd = Deformation Coefficient These coefficients are defined in Sections 3103F.6.2 through 3103F.6.5.

The approximate displacement of the vessel (when only partially loaded) at impact, DT, can be determined from an extension of an equation from Gaythwaite [3.20]:

DT = 1.25 DWT(dactual /dmax) (3-18)

where:

DWT = Dead Weight Tonnage (in long tons) dactual = Actual arrival draft of the vessel dmax = Maximum loaded vessel draft

1 2 Evessel = ⋅ ⋅ 2 ^- ^- ^W ^--- g ^- ^Vn

where:

(3-15)

Evessel =Berthing energy of vessel [ft-lbs] W = Total weight of vessel and cargo in pounds [long

tons × 2240] g = Acceleration due to gravity [32.2 ft/sec ² ] Vn = Berthing velocity normal to the berth [ft/sec] The following correction factors shall be used to mod- ify the actual energy to be absorbed by the fender system for berthing operations:

Efender = FA · Cb · Cm · Evessel (3-16)

where:

Efender=Energy to be absorbed by the fender system FA = Accidental factor accounting for abnormal

conditions such as human error, malfunction, adverse environmental conditions or a combination of these factors. For existing berthing systems, FA may be taken as 1.0. For new berthing systems, FA shall be determined in accordance with Section 5-1.5.3 of UFC 4-152- 01 [3.18] or PIANC Section 4.2.8 [3.19]. Cb = Berthing Coefficient Cm = Effective mass or virtual mass coefficient (see

Section 3103F.6.6)

S.F. BAY LOCALE	MAXIMUM WATER LEVELS (ft.)	CURRENT VELOCITY (ft/sec)
Richmond, outer	7.5	4.9
Richmond, inner	7.9	8.9
Martinez	2.3	1.3
Selby	2.6	1.6
Rodeo	2.6	2.0
Benicia	2.0	1.0

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The berthing load shall be based on the fender reac- tion due to the kinetic berthing energy. The structural capacity shall be established based on allowable concrete, steel or timber properties in the structural components, as defined in Section 3107F.

For fender system selection, Section 3105F.4.5 shall be followed.

3103F.6.2 Eccentricity coefficient (Ce). During the berth- ing maneuver, when the vessel is not parallel to the berth- ing line (usually the wharf face), not all the kinetic energy of the vessel will be transmitted to the fenders. Due to the reaction from the fender(s), the vessel will start to rotate around the contact point, thus dissipating part of its energy. Treating the vessel as a rigid rod of negligible width in the analysis of the energy impact on the fenders leads to the equation:

k 2 Ce = ---------------2

= --------------- a 2 + k 2

hardly) affected by the berth. In the second case, the water between the berthing vessel and the structure introduces a cushion effect that represents an extra force on the vessel away from the berth and reduces the energy to be absorbed by the fender system.

For open berth and corners of solid piers, Cc = 1.0

For solid piers with parallel approach, Cc = 0.8

For berths with different conditions, Cc may be interpo- lated between these values [3.18].

3103F.6.6 Effective mass or virtual mass coefficient (Cm). In determining the kinetic energy of a berthing ves- sel, the effective or the virtual mass is the sum of vessel mass and hydrodynamic mass. The hydrodynamic mass does not necessarily vary with the mass of the vessel, but is closely related to the projected area of the vessel at right angles to the direction of motion.

Other factors, such as the form of vessel, water depth, berthing velocity, and acceleration or deceleration of the vessel, will have some effect on the hydrodynamic mass. Taking into account both model and prototype experi- ments, the effective or virtual mass coefficient can be esti- mated as:

(3-19)

2 + k 2

where:

k = Longitudinal radius of gyration of the vessel [ft]

a = Distance between the vessel’s center of gravity

and the point of contact on the vessel’s side, projected onto the vessel’s longitudinal axis [ft] 3103F.6.3 Geometric coefficient (Cg). The geometric coefficient, Cg, depends upon the geometric configuration of the ship at the point of impact. It varies from 0.85 for an increasing convex curvature to 1.25 for concave curva- ture. Generally, 0.95 is recommended for the impact point at or beyond the quarter points of the ship, and 1.0 for broadside berthing in which contact is made along the straight side [3.18].

_** The geometric coefficient, Cg, depends upon the geometric configuration of the ship at the point of impact. It varies from 0.85 for an increasing convex curvature to 1.25 for concave curva- ture. Generally, 0.95 is recommended for the impact point at or beyond the quarter points of the ship, and 1.0 for broadside berthing in which contact is made along the straight side [3.18].

3103F.6.4 Deformation coefficient (Cd). This accounts for the energy reduction effects due to local deformation of the ships hull and deflection of the whole ship along its longitudinal axis. The energy absorbed by the ship depends on the relative stiffness of the ship and the obstruction. The deformation coefficient varies from 0.9 for a nonresilient fender to nearly 1.0 for a flexible fender. For larger ships on energy-absorbing fender systems, lit- tle or no deformation of the ship takes place; therefore, a coefficient of 1.0 is recommended.

3103F.6.5 Configuration coefficient (Cc). This factor accounts for the difference between an open pier or wharf and a solid pier or wharf. In the first case, the movements of the water surrounding the berthing vessel is not (or is

Cm = 1 + 2 ⋅ ^d ------------ ^actual B

where:

(3-20)

dactual=Actual arrival draft of the vessel B = Beam of vessel The value of Cm for use in design should be a minimum of 1.5 and need not exceed 2.0 [3.18].

3103F.6.7 Berthing velocity and angle. The berthing velocity, Vn, is influenced by a large number of factors such as environmental conditions of the site (wind, current and wave), method of berthing (with or without tugboat assistance), condition of the vessel during berthing (bal- last or fully laden) and human factors (experience of the tugboat captain).

The berthing velocity, normal to berth, shall be in accordance with Table 31F-3-7. Site condition is deter- mined from Table 31F-3-8.

Subject to Division approval, if an existing MOT can demonstrate lower velocities by utilizing velocity monitor- ing equipment, then such a velocity may be used temporar- ily until the berthing system is compliant with this Code.

TABLE 31F-3-7

	BERTHING	VELOCITY Vn (NORMAL TO BERTH)1
*VESSEL SIZE (DWT)*	*TUG BOAT ASSISTANCE*	*SITE CONDITIONS*	*SITE CONDITIONS*	*SITE CONDITIONS*
*VESSEL SIZE (DWT)*	*TUG BOAT ASSISTANCE*	*Unfavorable*	*Moderate*	*Favorable*
≤_ 10,000_	No	1.31 ft/sec	0.98 ft/sec	0.53 ft/sec
≤_ 10,000_	Yes	0.78 ft/sec	0.66 ft/sec	0.33 ft/sec
50,000	Yes	0.53 ft/sec	0.39 ft/sec	0.26 ft/sec
≥_ 100,000_	Yes	0.39 ft/sec	0.33 ft/sec	0.26 ft/sec

1. For vessel sizes not shown, interpolation between velocities may be used.

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TABLE 31F-3-8 SITE CONDITIONS

SITE CONDITIONS	DESCRIPTION	WIND SPEED1	SIGNIFICANT WAVE HEIGHT	CURRENT SPEED2
Unfavorable	Strong Wind Strong Currents High Waves	> 38 knots	> 6.5 ft	> 2 knots
Moderate	Strong Wind Moderate Current Moderate Waves	≥_ 38 knots_	≤_ 6.5 ft_	≤_ 2 knots_
Favorable	Moderate Wind Moderate Current Moderate Waves	< 38 knots	< 6.5 ft	< 2 knots

1. A 30-second duration measured at a height of 33 ft. 2. Taken at 0.5 x water depth

In order to obtain the normal berthing velocity, Vn, an approach angle, defined as the angle formed by the fender line and the longitudinal axis of the vessel must be deter- mined. The berthing angles, used to compute the normal berthing velocity, for various vessel sizes are shown in

e 31F-3-9.
*TABLE 31F-3-9* *BERTHING ANGLE*
*VESSEL SIZE (DWT)*		*ANGLE (degrees)*
Barge		15
< 10,000		10
10,000-50,000		8
> 50,000		6

3103F.7 Wind and current loads on structures.¶

3103F.7.1 General. This section provides methods to determine the wind and current loads acting on the struc- ture directly, as opposed to wind and current forces acting on the structure from a moored vessel.

3103F.7.2 Wind loads. Chapter 29 of ASCE/SEI 7 [3.21] shall be used to establish minimum wind loads on the structure. Additional information about wind loads may be obtained from Simiu and Scanlan [3.22].

3103F.7.3 Current loads. The current forces acting on the structure may be established using the current velocities, per Section 3103F.5.3.

3103F.8 Load combinations.¶

As a minimum, each compo- nent of the structure shall be analyzed for all applicable load combinations given in Table 31F-3-10 or Table 31F-3-11, depending on component type. For additional load combina- tions, see UFC 4-152-01 [3.18].

The “vacant condition” is the case wherein there is no vessel at the berth. The “mooring and breasting condition” exists after the vessel is securely tied to the wharf. The “berthing condition” occurs as the vessel impacts the wharf, and the “earthquake condition” assumes no vessel is at the berth, and there is no wind or current forces on the structure.

The use of various load types is discussed below:

3103F.8.1 Dead load (D). Upper and lower bound val- ues of dead load are applied for the vacant condition to

check the maximum moment and shear with minimum axial load.

3103F.8.2 Live load (L). Typically, the live load on MOTs is small and may be neglected for combinations including earthquake loads. However, in some cases, a higher value of live load may be warranted depending on MOT use, and an appropriate value of live load shall be considered for combinations including earthquake loads.

3103F.8.3 Buoyancy load (B). Buoyancy forces shall be considered for any submerged or immersed substruc- tures (including pipelines, sumps and structural compo- nents).

3103F.8.4 Wind (W) and current (C) on the structure. Wind and currents on the vessel are included in the moor- ing and breasting condition. The wind and current loads acting on the structure are therefore additional loads that can act simultaneously with the mooring, breasting and/or berthing loads.

3103F.8.5 Earth pressure on the structure (H). The soil pressure on end walls, typically concrete cut-off walls, steel sheet pile walls on wharf type structures and/or piles shall be considered.

3103F.8.6 Mooring line/breasting loads (M). Mooring line and breasting loads can occur simultaneously or individually, depending on the combination of wind and current. Multiple load cases for operating and survival conditions may be required (see Sections 3103F.5.2 and 3105F.2). In addition, loads caused by passing vessels shall be considered for the “mooring and breasting con- dition.” Refer to Sections 3105F.2 and 3105F.3 for the determination of mooring line and breasting loads.

3103F.8.7 Berthing load (Be). Berthing is a frequent occurrence, and shall be considered as a normal operat- ing load. No increase in allowable stresses shall be applied for ASD.

3103F.8.8 Earthquake loads (E). Performance based seismic analysis methodology requires that the actual displacement demand be limited to defined strains in concrete, steel and timber. For the deck and pile evalua- tion, two cases of dead load (upper and lower bound) shall be considered in combination with the seismic load.

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TABLE 31F-3-10 LRFD LOAD FACTORS FOR LOAD COMBINATIONS [3.18]

LOAD TYPE	VACANT CONDITION		MOORING & BREASTING CONDITION	BERTHING CONDITION	EARTHQUAKE CONDITION3
Dead Load (D)	1.2	0.9	1.2	1.2	1.2 + k1	0.9-k1
Live Load (L)	1.6	—	1.62	1.0	1.0	—
Buoyancy (B)	1.2	0.9	1.2	1.2	1.21	0.91
Wind on Structure (W)	1.6	1.6	1.6	1.6	—	—
Current on Structure (C)	1.2	0.9	1.2	1.2	1.2	0.9
Earth Pressure on the Structure (H)	1.6	1.6	1.6	1.6	1.64	1.64
Mooring/Breasting Load (M)	—	—	1.6	—	—	—
Berthing Load (Be)	—	—	—	1.6	—	—
Earthquake Load (E)	—	—	—	—	1.0	1.0

1. k = 0.50 (PGA) The k factor (k=0.5(PGA)) and buoyancy (B) shall be applied to the vertical dead load (D) only, and not to the inertial mass of the structure. 2. The load factor for live load (L) may be reduced to 1.3 for the maximum outrigger float load from a truck crane. 3. For Level 1 and 2 earthquake conditions with strain levels defined in Division 7, the current on structure (C) may not be required. 4. An earth pressure on the Structure factor (H) of 1.0 may be used for pile or bulkhead structures.

TABLE 31F-3-11 SERVICE OR ASD LOAD FACTORS FOR LOAD COMBINATIONS [3.18]

LOAD TYPE	VACANT CONDITION	MOORING & BREASTING CONDITION	BERTHING CONDITION	EARTHQUAKE CONDITION
Dead Load (D)	1.0	1.0	1.0	1 + 0.7k1	1 - 0.7k1
Live Load (L)	1.0	1.0	0.75	0.75	—
Buoyancy (B)	1.0	1.0	1.0	1.0	0.6
Wind on Structure (W)	1.0	1.0	0.75	—	—
Current on Structure (C)	1.0	1.0	1.0	—	—
Earth Pressure on the Structure (H)	1.0	1.0	1.0	1.0	1.0
Mooring/Breasting Load (M)	—	1.0	—	—	—
Berthing Load (Be)	—	—	1.0	—	—
Earthquake Load (E)	—	—	—	0.7	0.7
% Allowable Stress	100	100	100	1002	1002

1. k = 0.5 (PGA) 2. Increase in allowable stress shall not be used with these load combinations unless it can be demonstrated that such increase is justified by structural behavior caused by rate or duration of load. See ASCE/SEI 7 [3.21]

3103F.9 Miscellaneous loads.¶

Handrails and guardrails shall be designed for 25 plf with a 200-pound minimum con- centrated load in any location or direction.

3103F.10 Symbols.¶

a = Distance between the vessel’s center of gravity

and the point of contact on the vessel’s side, projected onto the vessel’s longitudinal axis [ft]

A = Site Class A as defined in Table 31F-6-1

B = Beam of vessel

B = Site Class B as defined in Table 31F-6-1

B1 = Coefficient used to adjust one-second period

spectral response, for the effect of viscous damping

Bs = Coefficient used to adjust the short period spectral

response, for the effect of visous damping.

C = Site Class C as defined in Table 31F-6-1

Cb = Berthing Coefficient

Cc = Configuration Coefficient

Cg = Geometric Coefficient

Cd = Deformation Coefficient

Ce = Eccentricity Coefficient

Cm = Effective mass or virtual mass coefficient

Ct = Windspeed conversion factor

D = Site Class D as defined in Table 31F-6-1

DSA = Design Spectral Acceleration

DSAd = DSA values at damping other than 5 percent

DT = Displacement of vessel

DWT = Dead weight tons

dactual = Arrival maximum draft of vessel at berth

dmax = Maximum vessel draft (in open seas)

E = Site Class E as defined in Table 31F-6-1

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Efender = Energy to be absorbed by the fender system

Evessel = Berthing energy of vessel [ft-lbs]

F = Site Class F as defined in Table 31F-6-1

Fa, Fv = Site coefficients from Tables 31F-3-3 and

31F-3-4, respectively

FA = Accidental factor accounting for abnormal

conditions

g = Acceleration due to gravity [32.2 ft/sec ² ]

h = Elevation above water surface [feet]

k = Radius of longitudinal gyration of the vessel [ft]

K = Current velocity correction factor (Fig 31F-3-2)

PGAX = Peak ground acceleration corresponding to the

site class under consideration.

s = Water depth measured from the surface

Sa = Spectral acceleration

S1 = Spectral acceleration value (for the boundary of

Site Classes B and C) at 1.0 second

SS = Spectral acceleration value (for the boundary of

Site Classes B and C) at 0.2 seconds

SX1 = Spectral acceleration value at 1.0 second

corresponding to the period of S1 and the site class under consideration

SXS = Spectral acceleration value at 0.2 seconds

corresponding to the period of SS and the site class under consideration

T = Draft of vessel (see Figure 31F-3-2)

T = Period [sec]

T0 = Period at which the constant acceleration and

constant velocity regions of the design spectrum intersect

Vc = Average current velocity [knots]

vc = Current velocity as a function of depth [knots]

Vh = Wind speed (knots) at elevation h

VL = Over land wind speed

Vn = Berthing velocity normal to the berth [ft/sec]

vt = Velocity over a given time period

Vt=30sec = Wind speed for a 30 second interval

Vw = Wind speed at 33-foot (10 m) elevation [knots]

W = Total weight of vessel and cargo inpounds

[displacement tonnage × 2240]

WD = Water Depth (Figure 31F-3-2)

3103F.11 References.¶

[3.1] American Society of Civil Engineers (ASCE), 2017, ASCE/SEI 41-17 (ASCE/SEI 41), “Seismic Evaluation and Retrofit of Existing Buildings,” Reston, VA.

MARINE OIL TERMINALS

[3.2] Federal Emergency Management Agency (FEMA), Nov. 2000, FEMA 356, “Prestandard and Commentary for the Seismic Rehabilitation of Buildings,” Washington, D.C.

[3.3] Idriss, I.M. and Sun, J.I., 1992, “User’s Manual for SHAKE91, A Computer Program for Conducting Equivalent Linear Seismic Response Analyses of Horizontally Layered Soil Deposits,” Center for Geotechnical Modeling, Department of Civil and Environmental Engineering, University of California, Davis, CA.

[3.4] Somerville, Paul G., Smith, Nancy F., Graves, Robert W., and Abrahamson, Norman A., 1997, “Modification of Empirical Strong Ground Motion Attenuation Relations to Include the Amplitude and Duration Effects of Rupture Directivity,” Seismological Research Letters, Volume 68, Number 1, pp.199-222.

[3.5] Pile Buck Inc., 1992, “Mooring Systems, A Pile Buck Production,” Jupiter, FL.

[3.6] Oil Companies International Marine Forum (OCIMF), 2008, “Mooring Equipment Guidelines (MEG3),” 3rd ed., London, England.

[3.7] Ferritto, J., Dickenson, S., Priestley N., Werner, S., Taylor, C., Burke, D., Seelig, W., and Kelly, S., 1999, “Seismic Criteria for California Marine Oil Terminals,” Vol. 1 and Vol. 2, Technical Report TR-2103-SHR, Naval Facilities Engineering Service Center, Port Hueneme, CA.

[3.8] National Oceanic and Atmospheric Administration, Contact: National PORTS Program Manager, Center for Operational Oceanographic Products and Services, 1305 EW Highway, Silver Spring, MD 20910.

[3.9] Department of Defense, 3 October 2005 (Change 2, 23 June 2016), Unified Facilities Criteria (UFC) 4- 159-03, “Design: Moorings,” Washington, D.C.

[3.10] Chakrabarti, S. K., 1987, “Hydrodynamics of

Offshore Structures,” Computational Mechanics.

[3.11] Kriebel, David, “Mooring Loads Due to Parallel

Passing Ships,” Technical Report TR-6056-OCN, US Naval Academy, 30 September 2005.

[3.12] Wang, Shen, August 1975, “Dynamic Effects of

Ship Passage on Moored Vessels,” Journal of the Waterways, Harbors and Coastal Engineering Division, Proceedings of the American Society of Civil Engineers, Vol. 101, WW3, Reston, VA.

[3.13] Seelig, William N., 20 November 2001, “Passing

Ship Effects on Moored Ships,” Technical Report TR-6027-OCN, Naval Facilities Engineering Service Center, Washington, D.C.

[3.14] Moffatt & Nichol, April 2007, “Tsunami Hazard

Assessment for the Ports of Long Beach and Los Angeles – FINAL REPORT,” prepared for the Ports of Long Beach and Los Angeles.

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[3.15] Synolakis, C., “Tsunami and Seiche,” Chapter 9 in

Earthquake Engineering Handbook, Chen, W., Scawthorn, C. S. and Arros, J. K., editors, 2002, CRC Press, Boca Raton, FL.

[3.16] Borrero, Jose, Dengler, Lori, Uslu, Burak and

Synolakis, Costas, June 2006, “Numerical Modeling of Tsunami Effects at Marine Oil Terminals in San Francisco Bay,” Report for the Marine Facilities Division of the California State Lands Commission.

[3.17] Camfield, Frederick E., February 1980, “Tsunami

Engineering,” U.S. Army, Corps of Engineers, Coastal Research Center, Special Report No. 6.

[3.18] Department of Defense, 24 January 2017, Unified

Facilities Criteria (UFC) 4-152-01, “Design: Piers and Wharves,” Washington, D.C

[3.19] Permanent International Association of Navigation

Congresses (PIANC), 2002, “Guidelines for the Design of Fender Systems: 2002,” Brussels.

[3.20] Gaythwaite, John, 2004, “Design of Marine

Facilities for the Berthing, Mooring and Repair of Vessels,” American Society of Civil Engineers, Reston, VA.

[3.21] American Society of Civil Engineers (ASCE),

2016, ASCE/SEI 7-16 (ASCE/SEI 7), “Minimum Design Loads and Associated Criteria for Buildings and Other Structures,” Reston, VA.

[3.22] Simiu, E. and Scanlan, R., 1978, “Wind Effects on

Structures: An Introduction to Wind Engineering,” Wiley-Interscience Publications, New York.

Authority: Sections 8750 through 8760, Public Resources Code. Reference: Sections 8750, 8751, 8755 and 8757, Public Resources Code.

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Division 4