technologies for evaluating risks to existing berth
TRANSCRIPT
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Technologies for Evaluating Risks to Existing Berth Infrastructure from Larger Vessels
2019 Facilities Engineering Seminar
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Risks Posed by
Larger Vessels
1. Navigation
2. Passing other docks
3. Maneuvering at berth
4. Berthing
5. Mooring
6. (other)
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Navigation
CMA CGM Ben Franklin
Port of Oakland, CA
Comprehensive vessel accommodation study,
included maneuvering, surge effects, berthing and mooring.
Particular CMA CGM Ben Franklin
Length Overall (ft) 1309
Breadth (ft) 177
Moulded Depth (ft) 99
Draft (ft) 52.5
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Navigation
CMA CGM Ben Franklin
Port of Oakland, CA
Maneuvering simulations define suitable environmental
conditions, pilot procedures, and data for surge analysis.
Simulations at CA Maritime Academy
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Navigation
CMA CGM Ben Franklin
Port of Oakland, CA
High resolution PPU equipment provide better
maneuvering guidance and accuracy than available on
many vessels.
Pilots required the PPUs with 2nd pilot for VLCVs over 1200’
LOA.
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Navigation
CMA CGM Ben Franklin
Port of Oakland, CA
Navigation practice re-enacted after simulations.
Surge effects were single
greatest concern for pilots.
Simulations provide accurate data for simulation of surge
effects.
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Passing Other Docks
(Surge Effects)
Surge effects are nothing new…
https://www.belfasttelegraph.co.uk/news/northern-ireland/titanic-near-miss-that-could-have-changed-course-of-history-30636858.html
http://www.maritimequest.com/liners/titanic_page_6.htm
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Passing Other Docks
(Surge Effects)
Surge effects are nothing new…
…but good understanding of
surge effects is recent.
Many facilities do not have adequate consideration of
surge effects.
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Passing Other Docks
(Surge Effects)
CMA CGM Ben Franklin
Port of Oakland, CA
Surge modeling performed using maneuvering patterns
taken from full bridge.
Loads imposed by passing ships can rival wind loads
during storm events.
Surge modeling results used to evaluate mooring risk,
develop navigation guidance.
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Passing Other Docks
(Surge Effects)
CMA CGM Ben Franklin
Port of Oakland, CA
Mooring simulations help define risk to berth
infrastructure from bypassing.
Evaluates motions, downtime, fenders, bollards, mooring
lines.
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Passing Other Docks
(Surge Effects)
CMA CGM Ben Franklin
Port of Oakland, CA
Bypassing guidance can be developed for better
understanding of risks.
Safe Mooring
Use Caution
Potentially Unsafe
Pilot Bypassing Guidance
0.0
1.0
2.0
3.0
4.0
5.0
6.0
0 100 200 300 400 500
Pa
ssin
g S
pe
ed
[kts
]
Clear Distance Between Hulls at Midships [ft]
+
CT3
Passing Other Docks
(Surge Effects)
Cruise Terminal 3
Port Canaveral
Surge effects simulated Port-wide for mooring design, and
bunkering safety analysis.
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Passing Other Docks:
Bunkering
Cruise Terminal 3
Port Canaveral
LNG bunker barges are relatively small → passing ship
surge forces should be manageable.
Surge-related challenges are
mostly spatial conflicts, and development of suitable
mooring arrangements.
https://www.portcanaveral.com/getattachment/About/LNG-at-Port-Canaveral/LNG-Bunkering-Info.pdf.aspx?lang=en-US
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Maneuvering at Berth
Propulsion systems on
new/larger vessels can affect berth stability
CFD simulations are now
routine and efficient.
FLOW3DAzipods at 50% applied power, directed 45 deg aft Azipods at 50% applied power, directed starboard
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Propulsion Effects and
Scour Protection
CFD analysis demonstrates shortcomings in existing
systems, or new efficient designs.
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Fender Suitability for
Larger Vessels
Port of Oakland
Berth Infrastructure Risk Assessment
Fender capacity guidelines (e.g. PIANC) are intended for new
installations.
Some recommendations should not necessarily be applied to evaluate
risks to existing systems.
Data show lower impact velocities for larger vessels.
Burkhart et al (PIANC Work ing Group 145)
0
5
10
15
20
0 50000 100000 150000 200000 250000 300000
Bert
hin
g V
elo
city [cm
/s]
DWT
10k TEU
14k TEU
19k TEU
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Fender Suitability for
Larger Vessels
Port of Oakland
Berth Infrastructure Risk Assessment
Probability of different berthing velocities can be quantified.
Combined with consequences, can
inform risks of utilizing existing fenders.
Berthing Velocity (cm/s)
~2.5 yr
~10 yr
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Fender Suitability for
Larger Vessels
Port of Oakland
Berth Infrastructure Risk Assessment
Real-world experience shows that this makes sense.
Pilot procedures for VLCVs
• 2 pilots• 4 tugs
• Daylight• Wind/current/tide/draft restrictions
• PPU equipment
Low berthing velocities + low berthing angles = High Loads in Existing Fenders are NOT Likely
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1193’ ship at berth during 30-knot winds
Bollard Suitability for
Larger Vessels
Port of Oakland
Berth Infrastructure Risk Assessment
AIS data show that vessels don’t necessarily leave the dock during
wind events.
High bollard loads are possible, and probability should be evaluated with
site-specific wind data.
Ships > 1100’ LOA at berth
0
50
100
150
200
250
300
0 10 20 30 40 50
Bo
llard
Lo
ad (k
ips)
Wind Speed (kts)
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Bollard Suitability for
Larger Vessels
Port of Oakland
Berth Infrastructure Risk Assessment
Risks to bollards are berth-specific.
Not all berths need the same bollards to achieve safe mooring.
Some berths with lower bollard
capacities may still have lower risk.
1yr wind10yr windSE Winds
SE Winds
Fender and Bollard Suitability for
Larger Vessels - Conclusions
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+0.75
▪ Risk is not only about probability, but also
consequence.
▪ Risk can be quantified.
1. Define probabilities using suitable analysis.
2. Define consequences using damage evaluation.
3. Combination of these informs risk.
▪ Accommodating larger vessels may carry
acceptable level of risk for existing
fenders/bollards.
Consequence
5 (Very High)
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3
2
1 (Very Low)
1 (Very Low) 2 3 4 5 (Very High) Probability
Risk (Consequence x Probability)
Consequence
Probability
RISK
High
Medium
Low
Bollard Load
Fender Load
Edge Beam
Summary
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+0.75
▪ New, larger vessels bring new potential risks.
▪ Analysis tools can help understand/minimize risks.
▪ A prepared analysis toolkit can be deployed very
quickly upon notice of imminent larger vessels.
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Technologies for Evaluating Risks to Existing Berth Infrastructure from Larger Vessels
Scott W. Fenical, PE, D.CE, D.PE
Coastal Practice Leader
T +1 (415) 773 2164 C +1 (415) 341 4669
Questions?
2019 Facilities Engineering Seminar