1 : 1: Principal Technical Expert for Marine Facilities Engineering Shell Projects and Technology OCIMF Representative on CB502
2 OCIMF The Oil Companies OCIMF mission is to be the International Marine Forum foremost authority on the safe (OCIMF) is a voluntary and environmentally association of oil responsible operation of oil companies formed in 1970 with tankers, terminals and offshore an interest in the shipment and support vessels, promoting terminalling of crude oil, oil continuous improvement in products, petrochemicals and standards of design and gas. operation. ttp // oc co /
3 Scope of Part 1 Recommendations and guidance on general criteria relevant to the planning, design, construction and maintenance of structures and facilities set in the maritime environment... Applicable to coastal, nearshore, estuarine and inland marine facilities for safe navigation, berthing, mooring, loading, unloading and servicing i of ships, barges and other forms of waterborne transport and the associated infrastructure, equipment and works at the ship-shore interface. Also applicable to other civil infrastructure works at the waterfront or coastal margin such as dredging, reclamation, shoreline and coastal management works and to recreational infrastructure such as marinas
4 Scope of Part 1 BS EN ISO and BS EN ISO
5 BS the key challenge Designing works to safely and cost effectively meet the needs of a diverse range of functions and recreational marinas, small craft berths Ro-Ro, Ro, containers, petrochemical tankers, etc in a natural environment that is challenging for integrity and operability. structural t integrity it (loading and durability perspective); and safe and reliable (including construction, amenity function etc etc). This requires the owner/operator and designer to more deeply engage with subjects of operability, risk and the nature of the natural environment more than is typical for civil engineers designing buildings, bridges and the like. It often requires assessment of situations where damage is acceptable, or are constrained to optimize life-cycle costs
6 Structure BS : Code design for Section 1 - scope and general Section 2 - the maritime environment Section 3 - safety and operation considerations BS : Code assessment of actions BS : Code geotechnical design BS : Code materials
7 Normative references - 1 [N1] INTERNATIONAL HYDROGRAPHIC ORGANISATION. IHO standards d for hydrographic hi surveys. Special Publication No. 44 [N2] UK Climate Projections science report: Marine and coastal projections. UKCP09. Met Office Hadley Centre, [N3] ICS, OCIMF and IAPH. International oil tanker and terminal safety guide (ISGOTT). Fifth edition. Livingston: [N4] PIANC. Safety aspects affecting the berthing of tankers to oil and gas terminals. MarCom Report WG116. PIANC, [N5] INTERNATIONAL MARITIME ORGANISATION. International ship and port facility security code (ISPS code). IMO, [N6] PIANC-IAPH. IAPH. Approach channels A guide for design. Final report of Joint Working Group II-30. PIANC, [N7] INTERNATIONAL ASSOCIATION OF MARINE AIDS TO NAVIGATION AND LIGHTHOUSE AUTHORITIES (IALA-AISM). Vessel traffic services manual. Fourth edition. IALA, ) [N8] OIL COMPANIES INTERNATIONAL MARINE FORUM. Mooring equipment guidelines. Third edition (MEG3). OCIMF, 2007.
8 Definitions environmental operating limits limiting values of metocean or other environmental parameters, including wind, wave, swell, current velocity, tidal elevation, visibility, temperature, beyond which certain are not permitted to be carried out as set out in the facility operating manual facility operating manual procedures and instructions established by an operator to define procedures, environmental operating limits and other such matters to ensure safe and efficient operation of the maritime works and facilities in the operation and maintenance phase design stage operating limits (DSOL) preliminary i assessment of environmental operating limits it established and developed in the design stages for the purposes of design of berths, channels, turning areas and other such works, and for making design-stage stage estimates of weather downtime
9 The maritime environment Section 2 - the maritime environment Bathy and topo surveys Metocean data acquisition Metocean effects Water quality Sediment transport
10 Bathy and topo surveys [N1] INTERNATIONAL HYDROGRAPHIC ORGANISATION. IHO standards for hydrographic surveys. Special Publication No. 44 Hydrography, as defined by the IHO Manual on hydrography is concerned with systematic surveys at sea, along the coast and inland, and geo-referenced data from the perspective of the mariner in respect of requirements for navigation. Except for very preliminary surveys of limited extent for planning or feasibility study purposes, depth data acquisition for maritime works should be carried out using multi-beam echo sounder (MBES) Full ensonification if the survey is of an area to be used for navigation.
11 Metocean data and effects meteorology: wind; precipitation (including rainfall, snow and ice accretion); atmospheric conditions (including air temperature and pressure, humidity, air quality, dust, particulates and visibility); solar radiation; oceanography: water level (including tides, set-up and storm surges); waves (including seiches and tsunamis); water movements (currents); sea ice and icebergs; water quality and chemistry (including salinity, dissolved oxygen content, temperature, turbidity and suspended sediment); marine growth.
12 Survey scope and metocean variability Recommendations on The scope, timing and duration of surveys...should take into account variability of metocean conditions during the period available for the surveys and in the life of the proposed maritime works Where allowances for long-term changes in sea level over the life of the maritime works are to be included in the design, the allowances for works in the United Kingdom should be assessed based upon UKCP09 [N2].
13 Example monthly variation in Hs Hs>1.5
14 Example annual variation in Hs Hs>1.5
15 Current effects In addition to structural considerations... orientation and layout of navigation channels and planning of marine ; orientation and layout of ports, jetties, quays and berths for navigation and marine operability; assessment of operability and access of construction equipment and vessels; mooring and berthing studies (see BS ); effects on water quality; effects on sediment transport including scour.
16 Example current effects
17 Example current effects
18 Wave effects In addition to structural considerations... effects on sediment transport, including scour; orientation and layout of navigation channels and planning of marine ; orientation and layout of ports, jetties, quays and berths for navigation and marine operability, including the definition of design stage operating limits; it assessment of operability of construction equipment and vessels; mooring and berthing
19 Sediment transport and scour General guidance on early desk studies and informative references to methods of assessing the sediment transport regime. Cautionary note on scour: Scour from vessel propulsion systems can be very severe and has caused numerous failures of marine structures. Vessels equipped with nozzles, thrusters and water jets can generate severe scour holes in a single berthing operation....uncertainty in assessment of impacts should be quantified. In most cases when using complex numerical models, a deterministic approach to design should be taken...investigate consequences of credible ranges of values for input and model parameters....in some circumstances may be appropriate to address uncertainties...using probabilistic assessment techniques.
20 Safety and operation considerations Section 3 - safety and operation considerations Operations, health, safety, security and environment Design working life Ship data Navigation and ship manoeuvring Berths and mooring Operability and weather downtime Design operating conditions Maintenance
21 Operator consultation There should be consultation with appropriate maritime authorities such as the port harbour and pilotage authority, terminal or facility operator, ship operators and ship handlers (the pilots and tug operators), as appropriate to the particular circumstances of the development. Consultation should be carried out at the concept design phases, before the location and layout of the port, terminal or berth has been fixed.
22 Hazardous cargoes Particular attention is drawn to health, safety and environmental considerations affecting design and operation of terminals handling hazardous cargoes including oil, gas and petrochemical berths, and such terminals should conform to the requirements given in ISGOTT [N3]. Safety aspects affecting the berthing of tankers to oil and gas terminals should be assessed for design purposes in accordance with PIANC MarCom Report WG116 [N4].
23 Facility operating manual Information from the design and execution stages should be made available to the operator for incorporation into the facility operating manual, including: the design environmental stage operating limits (DSOL) for different and operating conditions; the environmental limits for safe access for pedestrians and vehicles from ship to shore considered at the design stage; the design working life for the berth and requirements for monitoring, inspection and maintenance; limiting iti deflections or other service criteria i used for structural t design at the ultimate limit state serviceability limit state; the berthing velocity limits and other criteria used for fender design; information from navigation and mooring simulation and risk assessments produced as part of design;
24 Ship data (informative) Length, beam, draught for: LNG vessels related to gas capacity (m3) LPG vessels related to gas capacity liquid bulk carriers and tankers related to DWT dry bulk carriers related to DWT container ships related to TEU capacity general cargo ships related to DWT Ro-Ro ferries related to lane length cruise ships related to passenger capacity
25 Navigation & ship manoeuvring Approach channels should be designed in accordance with the recommendations set out in the joint PIANC-IAPH report on approach channels [N6]. The scope of numerical simulation studies at the design stage should be sufficient for the quantitative assessment of design stage environmental e operating limits (DSOL) for the facility in order to inform the design stage assessment of weather downtime for the envisaged at the facility.
26 Example - navigation simulation The methods of simulation, and and circumstances to be simulated, should preferably be selected with guidance from specialist personnel with experience of acting as vessel masters or pilots for similar ship types, sizes and environmental conditions. Real-time simulations offer potentially more realistic and detailed simulation of with the involvement of mariners and pilots. Real-time simulation can incorporate up to 360 visualization and a reproduction of the environment and controls of the ships bridge. Real-time simulation with bridge simulation offers the maximum potential to realistically represent and investigate human factors in the channel design.
27 Berths layout considerations Safe approach/departure Passing ships Collision risk Petrochemical cargo transfer hazards (ignition risk around manifolds/hard arms) Maximizing linear quay wall capacity (containers) Security management, exclusion zones under different ISPS threat levels
28 Berthing, mooring and acceptable sea states - 1 The assessment of safe and operationally acceptable wave conditions...should be based upon an assessment of safety, operational and human factors, including: limiting loads and stresses in mooring lines and fenders; limiting loads and impact forces on the moored vessel; limiting displacements and accelerations for different cargo handling cranes and dry bulk system requiring human control; limiting displacements and accelerations and consequent stresses in loading arms, hoses and manifolds for oil, gas and petrochemical products with transfer by mechanical ship-shore connections; limiting motions, displacements and accelerations for direct personnel or vehicular transfer between ship and shore for crew and passenger access and for Ro-Ro ; limiting motions, displacements and accelerations for health, safety and comfort considerations for people on the vessel; safety and environmental risks associated with cargo spillage for hazardous cargoes. 28
29 Berthing, mooring and acceptable sea states - 2 These factors should be investigated by carrying out mooring studies supplemented with advice from operators experienced in the relevant types of ship and cargo types, so that the operability of the berth is established at the design stage in relation to prevailing environmental conditions. The environmental limits for different and operating conditions considered at the design stage (=DSOL) should made available for preparation p of the facility operating manual and in planning for as described. 29
30 Berthing, mooring and acceptable sea states - 3 Informative Annex based upon PIANC and BS guidance on limiting motions and displacements for preliminary i assessments.
31 Operability and weather downtime Estimates of weather downtime should be made at the design stage to quantify the frequency and persistency over a period of time when conditions are predicted to exceed the DSOL for each operation or sequence of envisaged in the operating phase of the facility, including vessel arrival, mooring, cargo transfer and departure.
32 Design operating conditions - more definitions normal operating condition condition for a design situation when a facility is considered to be in operational use by ships berthing, de-berthing or in a moored condition consistent with the DSOL for the facility extreme operating condition condition for a design situation when a facility is subject to extreme environmental conditions exceeding the DSOL and might not be in use by ships berthing, de-berthing, nor in a moored condition accidental operating condition condition for a design situation when a facility is considered to be in operational use by ships berthing, de-berthing or in a moored condition consistent t with the operating limits it for the facility, but exceptional conditions occur due to deviation from facility operational procedures, or equipment malfunction
33 Extreme and accidental operating conditions Extreme operating conditions might include extreme environmental conditions of different return periods. Typically for permanent structures this could be events of 50-year to 100-year return periods considered as persistent design situations when designing to BS EN 1990, and events of 500 years to years as accidental design situations when designing structures of certain consequence class to BS EN Accidental operating conditions might include such events as ship impact or overload of one of more mooring lines up to breaking load or ship winch render load, due to operator error or equipment malfunction. Possible accidental situations for design purposes might be established by risk analysis for specific and environmental conditions.
34 Design situations- 1 Design situations as the basis for structural design of marine facilities should take into account the operating philosophy established with the operator at the design phases and the design stage environmental operating limits (DSOL) when these are known. Conditions of normal use for marine facilities appropriate to assessment of actions and combinations of actions in a persistent design situation ti should include both normal and extreme operating conditions. Accidental design situations should be as defined in BS EN Accidental design situations for marine facilities should include the accidental operating condition.
35 Design situations- 2 Recommendations for the estimation of actions from moored ships based upon the design operating conditions will be included in BS The design situations allow for the fact that for large ships and exposed berths, it is not normally expected that a ship would remain alongside in an extreme storm event, since at many locations it is unlikely that the ship s mooring lines, equipment and fittings would have sufficient i strength th to stay moored in extreme winds or sea states. For small vessels, however, it might be the case that normal operating conditions could allow for extreme environmental conditions, although it would be relatively unusual for these to be of the same magnitude as the extreme condition for structural design considered d in the extreme operating condition.
36 Maintenance Designers should determine requirements for maintenance in the operation and maintenance phase of the asset lifecycle, taking account: the potential impacts of planned or unmanned maintenance on ; safety of arising from simultaneous maintenance activities; divers in or close to operational areas. Maintenance dredging activities in particular should be planned in consideration of the safety of personnel involved in inspection works, particularly when involving the use of feasibility of carrying out dredging, in proximity to other shipping and small vessels
37 Concluding remarks BS Draft for Public Comment (DPC) will be issued in March. We need your feedback!
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