Cai Mep International Terminal

Vietnam
Structural Inspection and Assessment
Visual Structural Inspection Report

Date: 21-07-2015
002881-r-001
CAI MEP INTERNATIONAL TERMINAL, VIETNAM
STRUCTURAL INSPECTION AND ASSESSMENT
VISUAL STRUCTURAL INSPECTION REPORT

Report number: 002881-r-001

Client

Charles Taylor Adjusting (Marine)

140 Cecil Street, PIL Building

#15-00
Singapore 069540
Website: http://www.ctplc.com/

Attn: Mr. Alex Pinto

Author
Name: Van Thawng Lian
Direct line: 6294 3033
E-mail: van.thawnglian@dmc.nl
Address: 51 Changi Business Park Central 2, #07-12, The Signature, Singapore 486066
Telephone +65 62943033 / www.dmc.nl / projects.dmc@dmc.nl

A For Review VTL 21-07-2015 HVA 21-07-2015 HAV 21-07-2015

Revision Status Author Date Verified Date Released Date

© No part of this report [drawing] and/or design may be reproduced, published and/or passed to any third party, without the
prior written consent of Delta Marine Consultants Singapore Pte Ltd.

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Index

1 Introduction...............................................................................................4
1.1 Project Background .......................................................................................... 4
1.2 Cai Mep International Terminal ........................................................................ 4
1.3 Incident and Initial Observations ..................................................................... 6
1.4 Scope, Objective and Purpose ......................................................................... 7
2 Site Visit and Visual Structural Inspection.............................................8
2.1 Areas of Focus .................................................................................................. 8
2.2 Inspections and Activities ................................................................................ 8
2.3 Data Gathering................................................................................................... 8
3 Observations and Assessments .............................................................9
3.1 Global Structural Damages............................................................................... 9
3.2 Local Damages Sustained at Block 5 .............................................................13
4 Summary, Conclusions and Recommendations .................................19

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1 Introduction

1.1 Project Background

Delta Marine Consultants Singapore Pte.Ltd, further referred to as DMC, has been appointed
by Charles Taylor Adjusting (Marine), further referred to as Client, to provide consultancy
services for structural inspection and damage assessment sustained on the wharf structure
during a collision by a vessel at Cai Mep International Terminal, further referred to as CMIT,
in Vietnam.

1.2 Cai Mep International Terminal

Cai Mep International Terminal Co., Ltd. (CMIT) was established on January 26, 2007 as a
joint venture between the Vietnam-based Saigon Port, Vietnam National Shipping Lines and
APM Terminals BV. The CMIT terminal is lying along the Cai Mep River, with the close
deviation from the main sailing route. It is approximately 80km away from Ho Chi Minh City,
and approximately 50km from main manufacturing areas in Binh Duong Province, Dong Nai
Province and others. Location of CMIT is shown in Figure 1-1.

Figure 1-1: CMIT Location (Source: www.cmit.com.vn)

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Figure 1-2 show the terminal layout including the 600m long berth. The berth, having 16.5m minimum
water depth alongside, has been designed to cater maximum vessel size of 160,000 DWT.

Figure 1-2: Terminal Layout (Source: www.cmit.com.vn)

The 600m berth is structurally design and constructed as a combination of 100m long 6 blocks, as
shown on Figure 1-3 (refer to as-built drawing CMIT/BT/C/ABC/003 Rev 1 in Appendix A). Adjacent
blocks are physically connected by means of shear key along reinforced concrete deck, refer to Figure
1-4. Collision with the vessel occurred at Block 5.

APPROXIMATE POINT OF
COLLISION

BLOCK 1 BLOCK 2 BLOCK 3 BLOCK 4 BLOCK 5 BLOCK 6

Figure 1-3: Layout Structural Arrangement of Berth

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Figure 1-4: Expansion Joint between Adjacent Blocks

1.3 Incident and Initial Observations

Based on CMIT’s Incident Report dated 1 July 2015, M/V Vessel CMA CGM DON PASCUALE collided
with the Berth at Block 5 at 13:01 on 1 July 2015, while attempting to berth. The vessel was observed
approaching the berth in almost perpendicular direction just before it’s bow was in contact with cope
line of Block 5 of the berth structure.

The vessel bow and hull were in direct contact with reinforced concrete structural elements and piles,
without berthing on the provided fenders. Thus the damages were limited to structural elements of Block
5 berth and not to the mooring bollards and fenders. Figure 1-5 shows layout of initial observations of
the collided area and damages. Preliminary survey (ref. Vietcontrol’s report No. 1506-CMIT) by
Vietcontrol reported that:
 Damages observed on concrete deck and beam where the vessel had in direct contact with
vessel bow;
 3 nos. steel piles below the front crane beam are cut out completely from the beam;
 1 no. reinforced concrete spun pile at the second row was seriously damaged;
 No visible damages observed on other nearby piles.

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Figure 1-5: Collided Location Layout on Block 5 (by CMIT)

1.4 Scope, Objective and Purpose

The work scope in Stage I ‘Visual Structural Inspection’ to the berth structure included a site visit by
DMC personnel to perform visual structural inspection of the damages sustained on the berth structure,
to gather relevant as-built and design information and liaising with other underwater diving surveyors
and ultrasonic test team on site.

The main objective of site visual inspection is visually assess the extent of damage in the context of
structural integrity and to identify further studies and works. It does not include analysing the lead up
and cause to this incident.

This report compiles and presents observations during the site visual inspection, preliminary
assessment and recommendations for the next course of actions.

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2 Site Visit and Visual Structural Inspection

DMC has visited CMIT on 13 and 14 July 2015, and carried out on-site visual inspections above and
under deck.

2.1 Areas of Focus

The two (2) main concerns focused during the visual structural inspections were:
1) Global deformation or damages - to identify and assess if the incident sustained any structural
damages to other parts of the berth structure other than initially identified; and
2) Extend of local damages – to assess damages sustained at the area in direct contact with the
vessel.

2.2 Inspections and Activities

Activities carried out during the 2 days site visit are outlined below:
 Day 1 (13 July 2015):
 Meeting and discussion with other surveyors appointed by CMIT (ultrasonic test, deck
survey, underwater diving inspection)
 Above deck visual inspection
 Under deck visual inspection
 Data gathering

 Day 2 (14 July 2015):

 Data gathering
 A quick catch up with underwater diving surveyors and ultrasonic test team on progress
 Meeting with CMIT management to present the work performed during the site visit and follow
up plans for Stages II and III assessment works.

2.3 Data Gathering

The following as-built design information has been provided by CMIT.

1) Incident report and video;
2) Design basis and design calculation report for berths;
3) Soil investigation reports;
4) Berthing analysis report;
5) Bollard calculation report; and
6) STS crane information.

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3 Observations and Assessments

3.1 Global Structural Damages

In order to identify if the Block 5 berth has sustained deformations and structural cracks or damages,
the following above deck visual inspections were performed:

1) Any misalignment of berth front faces (refer to Figures 3-1 and 3-2);

2) Any misalignment of rails and recesses (refer to Figures 3-3 to 3-6);

3) Any misalignment of joint between adjacent blocks (refer to Figures 3-7 and 3-8)

4) Any visible cracks on front and rear crane beams (refer to Figure 3-5). Considering the fact that
pairs of steel tubular racker piles were designed and provided under the rear crane beam, which
would function as lateral strong point for the global berth structure, it is envisaged any potential
damages or cracks if caused by the impact of vessel to be more significant on this beam
compared to others.

The following observations were made:

 No visible misalignment of the Block 5 berth structure in reference to adjacent Blocks 4 and
6 was observed;

 No visible cracks above crane beams was observed.

The observations above, in general, indicated that no globally sustained deformation or damages on
the berth structure caused by the vessel collision. This lead to conclude that the assessment shall be
focused on local damages sustained at the berth front where the vessel collision occured.

However, above observations shall be confirmed by the ultrasonic test results and above deck survey
reports later.

Figure 3-1: Berth Face at Blocks 5 and 4 Joint– No misalignment was observed

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Figure 3-2: Berth Face at Blocks 5 and 6 Joint– No misalignment was observed

Figure 3-3: Front Crane Rail Recess at Blocks 5 and 4 Interface– No misalignment was observed

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Figure 3-4: Rear Crane Rail Recess at Blocks 5 and 4 Interface– No misalignment was observed

Figure 3-5: Rear Crane Rail Recess at Blocks 5 and 6 Interface– No misalignment was observed nor
visible cracks along the beam.

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Figure 3-6: Front Crane Rail Recess at Blocks 5 and 6 Interface– No misalignment was observed

Figure 3-7: Joint between Blocks 4 and 5– No fresh damages or gap was observed

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Figure 3-8: Joint between Blocks 5 and 6 – No fresh damages or gap observed

3.2 Local Damages Sustained

The local damages reported by Vietcontrol are described in Section 1.3. The following paragraphs
summarized additional visual observations made during DMC’s site visit and review of the as-built
drawings.

Figure 3-9 shows piling layout of part of Block 5 where the vessel collided with. It appeared that the
vessel bow hit the 500mm thick reinforced concrete deck slab at it’s front face between Gridlines 04m
and 05, while the bulbous bow crushed the frontal panel of beam at Grid 05 where mooring hooks were
provided, then the 3 nos. steel piles supporting front crane beam at Grids 04m-j, 05-j and 05m-j and
further hitting pile at Grid 05-i. It is noted from as-built drawings and the visual inspection that piles a
long Grids ‘j’ (front crane beam), ‘e’ (rear crane beam) and ‘09’ are steel tubular piles and the rest
reinforced concrete spun piles. Reference shall be made to as-built drawing CMIT/BT/C/ABC/008 for
overall piling layout and pile sizes of Block 5 berth structure.

The following observations were made:

 Quay Furniture: The quay furniture, such as fenders and bollards, adjacent to the collided area
are not affected and found to be in good conditions;
 Piles at Front Crane Beam: steel tubular piles at Grids 04m-j, 05-j and 05m-j were found fully
detached from the crane beam and deformed away from original positions, thus not contributing
the berth structural integrity, refer to Figures 3-10 and 3-11. The piles will require replacement;
 Piles at Grid 05-i: the reinforced concrete spun pile was hit by the bulbous bow. The pile where
it connected to the capping slab and RC beam was fully crushed and deformed and thus not
capable to support the structure, refer to Figure 3-12. The pile will require replacement;
 Deck Slab: The point of collision, i.e. centre of the damages on 500mm thick deck, was some
1.5m from Grid 05 towards Grid 04m. Concrete cover was crushed, exposing steel
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 reinforcements and crack lines observed around the contact point. The damages could be
termed as structural affecting the integrity. However, the visible deck damages appeared to be
contended within the deck (front of berth to cable recess). Refer to Figures 3-13 and 3-14;
 Front Crane Rail Beam: No visible crack was observed on the front crane beam above the
damages pile between Grids 04m to 05m, while part of concrete cover at the beam soffit was
found damaged exposing reinforcement thus requires repair, refer to Figure 3-14; Extend of the
damages and any structural crack shall be confirmed with the ultrasonic test.
 RC Beam along Grid ‘05’: No visible crack was observed on the deck surface above the RC
beam and it’s soffit under deck, refer to Figures 3-14 and 3-15. Though the spun pile at Grid
05-I, supporting the beam, was fully crushed by the bulbous bow, the impact does not seem to
effect the beam. This could possibly be due to the significantly higher rigidity of the beam
compared to the spun pile. Existence of any structural crack in the beam has to be checked
and confirmed with the ultrasonic test and if not detect, structural integrity of the beam can be
concluded to be not affected.
 Mooring Hook Panel: Reinforced concrete frontal panel for provision of mooring hooks was
designed and provided at the frontal end of beam at Grid 05. The panel was hit and crushed by
the vessel bulbous bow. The panel was cut in half as shown in Figure 3-16. This member does
not contribute to structural integrity of the berth structure, however is necessary for mooring of
smaller vessels and thus would be required for reinstatement.
 Structural Member Adjacent to Damaged Piles: In general, no visible damages were observed
on nearby structural members such as piles, beams and deck slap and their structural integrity
appeared to be intact. To confirm these, conditions of structural members between Grids 03 to
07 and Grids ‘i’ to ‘j’ shall be closely examined and assessed with the ultrasonic test results and
findings from the underwater diving survey. The area covered for ultrasonic test and underwater
diving survey is highlighted in Figure 3-17.

Figure 3-9: Piling Layout of Block 5 At Damaged Area (ref. Drawing No. CMIT/BT/C/ABC/008)

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Figure 3-10: Detached Steel Tubular Pile at Grid 04m-j

Figure 3-11: Damaged Steel Tubular Piles at Grid 05-j and 05m-j

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Figure 3-12: Damaged RC Spun Pile at Grid 05-i

Figure 3-13: Damages of 500mm Thick Deck Where Vessel Bow Contacted (View towards Block 6)

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Figure 3-14: Damaged Slab and Crane Beam - A View from Sea towards Shore

Figure 3-15: Concrete Deck Surface Directly above Damaged Pile at Grid 05-i: No visible fresh crack
or damage was observed.

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Figure 3-16: Damaged Reinforced Concrete Mooring Hook Panel

Figure 3-17: Area Identified for Ultrasonic Tests and Underwater Diving Survey (by Others)

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4 Summary, Conclusions and Recommendations

 No globally sustained damages and deformation were observed, i.e. Block 5 is aligned well with
adjacent Blocks 4 and 5. This observation shall be confirmed with the deck survey report in a
later stage.
 Local damages sustained by reinforced concrete slab and beam at the berth front face are
found to be critical, which could affect structural integrity of the berth structure subject to the
extent of invisible damages sustained. Extent of such damages on these members and nearby
structural elements shall be checked and confirmed with ultrasonic test performed by others,
and structural capacity shall be analysed and checked, taken into account the damage
conditions;
 A total of 4 piles were found fully damaged and required to be replace for the design operation.
Conditions and integrity of the nearby piles shall be checked and confirmed with ultrasonic test
results and underwater diving survey.
 Structural capacity of the berth structure for interim operations outlined below, shall be carefully
analysed and assessed, after establishing the extent of local damages sustained:
o Moving the STS crane over damaged area;
o Using mooring hooks and fenders at Grids 03 and 06 which are adjacent to the
damaged area; and
o Operating of STS Crane in vicinity of the damaged area (how close the crane can be
operated).

13

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