Marine Terminals Capability statement April 2010 LWI
About LWI Lanier Wallingford International (LWI) is a strategic alliance between: Lanier & Associates Inc HR Wallingford Ltd. As a specialist marine consultancy, LWI is able to deliver effective and cost-efficient solutions for complex marine infrastructure projects. By combining the world-class marine structural engineering expertise of Lanier with the internationally renowned hydraulic design capabilities of HR Wallingford, LWI can offer a complete package of specialized marine planning, design, engineering and construction management services for marine terminals. Lanier & Associates Consulting Engineers, Inc is a US based multi-disciplinary engineering firm that specializes in industrial bulk and liquid cargo terminals and in construction management. Established in 1974, Lanier is one of the largest specialist engineering companies in their area. Its principal clients over the years have included most of the major US oil and chemical companies and liquid and bulk terminal companies, as well as Port Authorities. HR Wallingford Ltd is an independent company based in the UK that carries out research and consultancy in civil and environmental engineering and hydraulics worldwide. Established in 1947, it has delivered innovative solutions to complex development problems ever since. Through its work on projects in over 60 countries and 6 continents, HR Wallingford has gained a well deserved international reputation for scientific and engineering excellence in all water related areas. LWI works worldwide in support of project developments such as: oil and gas production and transportation LNG/GTL/gas processing oil refining industrial and chemicals power generation desalination. Our integrated team provides planning, design, engineering and construction management services, delivering effective solutions for: marine terminals for import/export of feedstock/product tugboat harbours cooling/warming water systems export/import pipelines land reclamation and site protection. material offloading facilities, supply bases and As a specialist marine consultancy, LWI is able to deliver effective and cost-efficient solutions for complex marine infrastructure projects. LWI adds value at all project stages; from site selection through concept development, FEED and also EPC phases. We demonstrate excellence in all areas of our work, such as: port and terminal planning dredging and reclamation mooring systems marine facilities design breakwaters and shore protection ship handling and channel system design specialist modelling including waves, flows, sediment transport, environmental and coastal impact. Page 2
Key relevant experience We are highly experienced in the design of marine infrastructure, having worked on more than 500 port and terminal projects over a period of 60 years. These studies range in size from a few hundred man-hours of specialist advice to over 10,000 manhours of input to develop complete engineering packages. In many cases we have been retained as specialist advisors throughout the projects (over periods of several years), demonstrating the value we bring. Some recent key projects: Rabigh Refinery and Petrochemical complex (Saudi Arabia) Undertook conceptual and FEED design for the development of marine import and export facilities for the planned development of a major integrated refining and petrochemical complex. Gulfport (Mississippi, USA) Engineering design, project management, and bid phase services for construction of the West Pier Berth 3. Wheatstone LNG (Western Australia) Undertook a FEED design for the marine facilities. This included a PreFEED review; concept development & selection We are highly experienced in the design including detailed studies; of marine infrastructure, having worked on development of dredging and more than 500 port and terminal projects disposal plans; development over a period of 60 years. of the BoD for all marine facilities; basic engineering design; development of EPC bid packages and development of an EPC execution plan, schedule and cost estimate. Brass LNG (Nigeria) Developed prefeed and FEED design of the LNG/ LPG marine export facilities. Concepts included both a conventional onshore LNG plant and also an offshore LNG plant located on a GBS. Egyptian LNG (Egypt) Developed the prefeed concept for LNG export facilities and acted as advisors during FEED, EPC and operational planning phases of the project. Costa Azul LNG (Mexico) Undertook a design review of the proposed marine facilities (pre-feed), undertook detailed review/design development works to optimise the layout and breakwater design (FEED), and then carried out physical modelling studies to confirm the performance of the design. Citgo Refinery (Louisiana, USA) Surveying, engineering design, and construction management for a large bulkhead replacement project design to accommodate liquid cargo ships. Port of Beaumont (Texas, USA) Complete project management, preliminary design, permit preparation, surveying, detailed design, and construction management for green field development of a general cargo facility. Global Marine Industries Spool Base (Texas, USA) Engineering design and construction management for new lay barge and spool base facility Page 3
Port and terminal planning Strategic planning of existing or new facilities requires a multi-disciplinary team approach. A wide range of issues must be considered at the strategic planning stage, including: Technical issues vessels to be accommodated, marine access and manoeuvring, geotechnical aspects, including dredging and disposal, foundations and stability of marine structures, including breakwaters, support infrastructure; Economic studies traffic forecasts, shipping patterns; Financial appraisals tariffs, revenues, expenditures; Operational considerations cargo handling methods and operational criteria, such as acceptable vessel movements and downtime assessments; Environmental issues impacts and mitigation measures. LWI assembles specialist teams of planning, engineering, financial, operational and environmental specialists to address these issues and work through the stages leading to the development of a strategic plan for the new development. Review of the existing port or potential sites for new development, including key issues such as approach channels, terminal layouts, land requirements, infrastructure and hinterland connections; Review of shipping traffic, commodities, transport modes and shipping patterns; Assessment of port facilities, including berths, equipment, marine craft, etc; Preparation of future traffic projections, considering macro and micro economic factors; Preparation of alternative development scenarios, including expansion of existing facilities or site selection for new developments; Evaluation of environmental impacts, both marine and terrestrial; Evaluation of alternative developments or sites; Identification of environmental mitigation measures; Preparation of a strategic development plan. Strategic planning of existing or new facilities requires a multi-disciplinary team approach. LWI s unique expertise in strategic planning, metocean evaluation, dredging, vessel simulation and marine environmental issues ensures that all issues involved in port development, from LWI assembles specialist teams of planners, engineers, economist, financial, operational identification and evaluation and environmental specialists of new sites to proposed developments within existing ports or terminals are fully addressed. Page 4
Breakwaters and shore protection LWI offers a range of services to optimise the hydraulic performance of breakwaters and other harbour structures, and to investigate breakwater armour stability. Assessing and optimising the performance of breakwaters and shore protection is an integral part of the design of marine terminals. LWI offers a range of services to optimise the hydraulic performance of breakwaters and other harbour structures, and to investigate breakwater armour stability. These services ensure that the structures offer adequate protection to the terminal whilst satisfying economic and environmental constraints. Preliminary calculations of performance and armour stability using desk study or computational modelling techniques may be made for initial design and/or for standard structure types. However, it is more usual when examining breakwater armour stability to perform physical model tests on a typical section of the breakwater trunk in a wave flume. These tests are typically done at a scale in the range 1:30 to 1:60 to ensure accurate measurement of such aspects as the movement of armour units. Flume tests may be used to refine the cross-sectional design and fully explore the performance of the breakwaters in various sea states. Where the breakwater is subject to oblique wave attack then tests may be required in a 3D wave basin to fully examine the performance of the structure. This is particularly the case for breakwater roundheads or junctions where local effects may differ strongly from those on the main breakwater trunk. It is sometimes possible to use the same model to assess wave disturbance, depending on the extent of the area to be studied and the resulting model scale. Similar approaches may be used to assess and optimise the design of shore protection, particularly when critical infrastructure is located close to the shoreline. These general methods may be supplemented where appropriate by more advanced techniques for the design of concrete armour units, and/ or for the numerical modelling of flow and pressure within rubble breakwaters. LWI is active in research into improved design of vertical structures, including methods to assess forces more accurately and for vertical wave energy absorbing structures. Page 5
Dredging and reclamation LWI advises on the design of dredging works, the use of dredged material for reclamation and the disposal of dredged material. Accurate short and long term predictions of dredging and disposal requirements are essential for planning capital and maintenance expenditure and for ensuring compliance with environmental legislation and licence requirements. Design and optimisation of dredged areas can require assessment of future maintenance dredging requirements. Physical or computational modelling can be used to assess the impact of dredged areas on currents in the dredged area and further afield. Models can also be used to assess the effectiveness of dredging sand/silt traps or methods of enhancing scouring potential of the flow and the economic benefit of such options can be established. In some cases a careful analysis of historical dredging records can be used to consider the implications of making changes to existing dredged areas. Optimising the position, depth and width of dredged navigation channels is a key consideration in port design. LWI uses a variety of techniques to investigate these aspects, including modelling to assess the impact on wave climate locally within the dredged areas and further afield where changes to the natural regime may occur. Changes in wave processes can increase suspended sediment concentrations during storm events, causing increased siltation in dredged areas. Stability of side slopes of dredged areas is an important consideration. LWI has undertaken research into side slope stability of cohesive materials under the influence of waves and currents. This is used to good effect when assessing the viability of a navigation channel. Computational models can be used to optimise the depth of dredged areas. Vertical vessel motions in heavy storm or swell waves can contribute to navigation problems. Where siltation occurs there is a risk of vessels hitting the seabed in severe weather. Recent advances in computational modelling of vertical motions of vessels underway in waves allow estimates of safe dredged depths for navigation channels. The models can be used to estimate downtime, taking account of the risks of severe wave activity and large vessel movements in those sea states. By combining desk and computational techniques the position, depth and width of a dredged channel can be optimised. Taken together with the navigational constraints these techniques allow an economic channel design to be determined. LWI is frequently called upon to advise on the design of dredging works, operational problems and the disposal of dredged material. The alignment of dredged channels relative to tidal flows affects navigation, siltation, and hence maintenance dredging requirements. Computational models can be used to assess sand or mud deposition rates and optimise the design and maintenance dredging programme. Page 6
Ship handling and channel design Modern ports have to be able to accept an everincreasing range of ship types, many of which are of specialised design. The increasing emphasis by ship owners on the scale of operations and crew and fuel costs has meant that ships are increasingly operated at or near the limits of port capability. This is seen in the tendency for ports to have to LWI is able to offer a complete port design and ship operational consultancy package accept ships of ever-increasing length or draught, and often with inadequate reserves of controllability. This is exemplified by the modern container ship that may be up to 397m in length, with a very high lateral windage. Ports are thus faced with the need to take important decisions on re-design, often involving large amounts of dredging, to enable them to accept larger ships. Issues that need examination include the evaluation of optimal arrival and departure strategies, an assessment of the number of tugs required, and an assessment of the optimal environmental limits for safe movement for each ship type. It is important that these operating decisions are made from a sound theoretical background, as the consequences of making wrong decisions can be serious in terms of the port s profitability and risk. LWI is able to offer a complete port design and ship operational consultancy package to provide recommendations for a full range of design and operational problems. The company has three full bridge real time ship simulators (including a dedicated tug simulator), that can either be used independently, or operated together in the same virtual environment. They are used to simulate the operations of the existing or redesigned port using simulated ships of all types. Thus, if a new ship type is to use the port, this ship can be modelled in a range of redesigned channels and the feasibility of it operating safely in a range of environmental conditions can be assessed. Desk studies are also undertaken, either as a preliminary to simulation work, or as a fast, cost-effective method of obtaining a preliminary design estimate. Page 7
Mooring systems For any marine terminal it is essential to ensure that wave conditions and ship movements are acceptable. LWI uses both physical and computational modelling techniques to investigate wave disturbance and ship movement in ports and harbours. By using these techniques, designs can be optimised, downtime costs can be reduced and safe operation assured. LWI has developed a suite of numerical models to compare different layouts by providing wave heights at many locations within the port, allowing the optimum configuration to be determined. Computational models of ship movement and mooring loads are available, ranging from simple to complex fully dynamic models. These can be used to estimate mooring line forces and vessel movement for a moored vessel. The effects of winds, waves, currents and passing vessels can be represented. Whilst such models are not as accurate as a physical For any marine terminal it is essential model they are used in feasibility to ensure that wave conditions and ship or preliminary design studies to movements at the berths are acceptable. give a good estimate of vessel motion and mooring forces. At final design stage it may be appropriate to examine the harbour layout in more detail in a physical model. While the results from computational models can be used to give an indication of the suitability of a berth, a better assessment of berth tenability can be made by modelling the ships on their moorings in a physical model. Direct measurements of ship movements under various offshore wave conditions can then be made. This is particularly useful in situations where a berth has been designed for a specific class of ship. By undertaking such a measurement programme, very good estimates of the proportion of time when a berth would be unusable (downtime) may be obtained. An accurate determination of downtime will allow the economic viability of a berth to be fully assessed. Using these techniques the design can be optimised, downtime costs can be reduced and safe operation assured. Page 8
Marine facilities design LWI has undertaken a number of projects to develop the engineering design for marine terminals. These projects have been at the pre- FEED, FEED and EPC engineering level and have included jetties and wharves for liquid, dry bulk, and general cargo terminals. Our services include initial site Our engineers all have strong construction evaluation, conceptual design, backgrounds which result in common sense, development of design packages, economical solutions to problems. construction specifications and construction management. We are also experienced in providing solutions to upgrade existing facilities with state-of-the-art solutions while allowing essential port operations to continue. Our engineers all have strong construction backgrounds which result in common sense, economical solutions to problems. Our capabilities include: pavement design dredging jetty and trestle design wharf/quay wall design for RoRo, LoLo and conveyor offloading options mooring/fendering systems loading/unloading systems shoreline and scour protection geotechnical interpretation yard planning and logistics services. LWI is also experienced in the design of temporary docks and material offloading facilities for use during the construction phases of large projects. LWI produces designs that are fit-for-purpose, taking into account project constraints such as the need for early availability, short design life or potential change of use at a later point. Page 9
Specialist modelling Waves Accurate assessment of wave climate is essential for feasibility and design of marine terminals. It is one of the basic data sets required for planning of the terminal, including layout development and assessment of the need for breakwater protection. It provides essential information for detailed studies of wave disturbance, ship movement, navigation, breakwater design, sedimentation and assessment of the impact of the terminal on the coastline. Prediction of wave conditions at the port entrance is a two-stage process. First, wave conditions offshore are calculated, and these are then modified to take account of shallow water effects as waves travel inshore. The annual climate and extreme conditions offshore of the site can be predicted using a combination of observed data, information from computational models and any available measured data from nearby sites. LWI has considerable experience in deriving accurate site-specific wave conditions using a wide range of models. In all cases the most appropriate model will be selected for the project. As well as developing a range of inhouse wave models, LWI also uses wave models from the TELEMAC suite (including ARTEMIS AND TOMAWAC) and also SWAN and SMS-BOUSS-2D. Currents Knowledge of currents in the vicinity of the port or terminal is required for ship handling and mooring studies, and sediment transport and water quality assessment. At early stages of a project, data from tidal atlases and field measurements are often sufficient to appraise a problem. easier for the client and other key stakeholders to interpret. Computational models have the advantage of no scaling distortion and are adaptable to space and computer hardware. LWI is experienced in both techniques and recommends the most appropriate approach for each project. Sedimentation Sedimentation can have an impact on the viability of existing and future developments. LWI has considerable experience in the prediction of channel, berth and trench siltation. We use a range of methods to investigate the movement of different sediment types under currents and/ or waves. Sediment transport models require knowledge of existing suspended and bed sediments and also of the physical properties of the materials. Non-cohesive materials (sand and gravel) are more straightforward to model as physical properties are LWI has considerable experience in the well-documented and can be prediction of channel, berth and trench siltation. established from a particle size distribution. Cohesive materials (silt and clay) can be more difficult, and it is often necessary to undertake field measurements to establish their physical properties. At detailed design stage, a physical or computational model will be required to fully define the current field. Typically, where a large area needs to be represented or where the flow is stratified, a computational model will be used. In situations where the detailed current field near structures is required, a physical model may be more appropriate. Physical models have the advantage of being visually realistic and are often Page 10
Sediment transport modelling is now almost exclusively done in computational models but is still reliant on the experienced user to ensure a good understanding of the processes and for interpretation of results. LWI s sediment transport specialists have extensive experience in understanding sediment processes and providing practical advice from detailed modelling studies. Environmental impact Adequate assessment and mitigation of environmental impacts is key to any successful marine terminal development. LWI uses a wide variety of modelling and assessment techniques to investigate these issues. Breakwaters, training walls and navigation channels may modify local wave and current conditions causing erosion of mudflats and salt marshes that in addition to providing coast protection often form important feeding grounds and nursery areas for fish and bird species. The scale of changes in wave and current climate in areas of environmental interest can be assessed using computational and physical models. During dredging and disposal operations local concentrations of suspended sediments may increase above normal levels, with an effect on local benthic communities. Dredging in harbours may result in heavy metal pollutants being re-suspended and redistributed. A port development will have an impact on water quality within the port, and in the area adjacent to it. to assess distant and long-term implications of a harbour development on the littoral regime. These models show the evolution of the coastline over long time periods. Physical models allow information to be collected on sediment movements for the existing situation and the proposed layout, allowing the impact of the development to be accurately determined. Such tests may be carried out in a pre-existing physical model set up to examine wave disturbance if it is at an appropriate scale. Physical and computational modelling techniques are often used together. The physical model provides information on the local impact over short time scales. This can be used to calibrate a computational model which can be used to provide data over a much longer timescale. To ensure consistency both types of model are usually calibrated or validated using historical field data on beach evolution. This approach allows a full assessment of the impact of any marine development on the long-term coastline evolution to be made and any necessary remedial measures can be determined at an early stage in the design process. LWI has developed a range of in-house coastal impact models including BEACHPLAN, COSMOS, GT-MAT, and SEDFLUX. LWI uses computational models to predict the effect on water quality of a port development. These models use current and field data on the important water quality parameters at the site, to give an accurate representation of the movement of pollutants within the port and surrounding waters. Coastal impact LWI uses desk assessments, computational studies and physical modelling to assess the coastal impact of marine developments. Desk studies and computational models can be used Page 11
Lanier Wallingford International 3100 Timmons Lane, Suite 435 Houston TX 77027 USA Telephone: 713 640 9500 Fax: 281 664 9768 Email: info@lwi-marine.com LWI has worked on projects worldwide, supported by offices in the following locations: Houston, USA Dubai, UAE Milan, Italy. New Orleans, USA Wallingford, UK Perth, Australia Mumbai, India Kuala Lumpur, Malaysia Page 12