BOLLARDS BOLLARDS STRESSED BEYOND CAPACITY lain Macintyre outlines how bollard capacities around the world are being stressed by rapidly-increasing newbuild ship sizes and considers the view from insurers ‘Wharf bollard capacities around the world are being challenged and, in some instances, exceeded by the rapid recentineroase in newb sizes, wthconcerns consequent ralsed about the adequacy of processes to inspect, test and ‘maintain such key infrastructure. “Theissue came tothe foe in New Zealand in February 2017 \when high winds led tothe 41.865-CT cruise ship Sesbourn Encore tearing mooring bollards off the wharf at PrimePort ‘Timaru, with the vessel's stem then swinging across the harbour and calaing witha bulk comont ship. ’ATiansport Accident investigation Commission investigation found thatthe bollards filed because their fasteings tothe ‘wharf and undertyng wha structure could not take the force from the ship's mooring Unes. Among other observations, it slated that “Safe and effective mooring of ships depends on port companies knowing the safe working loads for their ‘mooring infrastructure" ‘Mott McDonald Australia, New Zealand and Asia maritime practice leader Sam Mr Harris reports a ‘real mixed bag of responses’ tothe sve. “Some ports have taken a very proactive response to the changing nature of shipping and othor factors, white others are rote reactive to changing mooring requirements as those problems emergo; he told Port Strategy. “This i quite understandable given the completes often ‘encountered for ungrades and an increasingly cautious ‘aporoach to investment in infrastructure imorovernents in advance of demand, With such a rapid increase in vessel sizes, ‘globally over recent docades, predicting future requirements becomes increasingly ficult to anticipate “often the need for channels/berths to accommodate the physical dimensions of largor vessels - for example, deeper fraught and great sip-to-shore crane outreach - is quite ‘obvious Enhanced moering requirements are sometimes ess ‘obvious and more complicated to assoss and adress any shortcomings" 'AECOM ports and marine technical director James Mr Hutchison say all ports seeking to caterforlarger vessels must row have assessment oftheir infrastructure front and centre oftheir decision making’ “The majorty of por owners wllcomission sts to ensure that these larger vessels can be accommodated he says. “Tris may include condition assessments of existing infrastructure but also suctural capacity assessments to accommodate the lager berthing and mooring forces from these larger vessels, as woll as whether dredging of berth pockets I required. The strength of wharf bollards is ust one component of the ports infrastructure that needs to be ‘considered when larger vessels are contempiated” Further complicating matters, many older ports wil have bollards for which there is no design load data, observes: Beckett Rankine alrector Tim Mr Beckett “Even for new bollards the actual capacity canbe less than the rated capacity cue to quality control defects - It fs not ‘common for new Bolla to be proof-tested he says “itis not just the bollarel and its fhngs which are eleaL but also the structure to which the bollards atlached. There have ‘boon several cases of sheet-iled wharf frontage failures due to the load froma boll overstessing the wall’ anchorage ties “{amalso aware of mooring dolphinat an olterminalberth where the steel supporting piles failed in tension at their junction withthe concrete dolphin cap under mooring ine loading” DETERMINING THE STRENGTH Assessing meoring strength requires appreciation that this Infastracture cometses a system of elements, coniguration and operation, says Mr Har. "The strength of the system is ‘only asstrong asthe weekest Ink’ he states before ading that the range of aspects that consequently neeto be understood {all within the folowing parameters: * Whatinfastructure isin place now? «© What are the design mooring conditions? «What are the future requirements? ‘What practical measures can be adopted to address any shortalin moccing capacity? “Knowing the strength of bollards is important, however it only provides partial context It Is possibie to proof-test the strength of bollards, but i is very expensive and can cause significant operational csuption. Sometimes this isthe only ‘course of action though’ ‘MrBecuot systhat although the majority of ports ‘generally know the ated eapacty of tre bollards, particulary on berths ‘accommodating lager vessels, tis tess common that they wil know the degree to which their aging ballad capacity might, be reducod by corrosion in the past bollards were tested bythe pull fern atug, but thismethodhas gone out of favouras afallure under test could io significant damage to the tug. “There are a number offems which offer totest bolas using ‘a hydraulic rig that tenons one bollarel against ts neighbour, “Ths is much Safer in the event of a fallure, but it does not ‘ashore side marine otra fale an Foaultn vests boing east ace, partly or wholly, Start ‘consequences 38) JULY/AUGUST 2019 For the latest news and analysis go to www>portstrategycom/newsnecessary tes bollard for athe pullin the rection thata ship would apply. especialy fora large shio waich may have very ‘toep tne angles It's, however very much better than no test. “Stressing one bolard against its neighbour isnot sutable focbollarson slated mooring dolphins ofr mooring hooks wich havea limited range of swivel. understand that there hhas been some experimental work done on testing boliards ‘and thelr fiings using ultrasound or similar? Mr Hutchison concurs that mast ports will have good understanding of bllard strength, but also notes tat the safe working load (SW/L - typically stamped on each bollard to Indicate ts rated Load capacity -can only be realisodif 1 The bolardis property connectedto Infasttucture tobe able to transfer the loads from mooring linesto the wna structure. 2 The wharf structure Is capable of accommodating the ‘combination of mooring ine loads imposed on all ofthe various bollards "These are generally referred to as local and global c2pacities Bollards are generally only tested when they are ‘ew and once they have been installed it is very cfcut to actualy test them We are not aware of any pont attest thelr bollards wth a proofload “Generally, if there is a concern with a bollard, they are Visually irspocted and assessed Iis good practice to remove the bollards to inspect the condtion ofthe bolts at deck lave, however itisnot known whether thsi routinely carried out “A problem that has been identfed in tho United Kingdom involves several examples where cast ron/cast steel bollards have failed before reaching thelr rated load capacty For the latest news and analysis go to wwwportstrategy:com/news: BOLLARDS ‘Accordingly, designes are now recommending such bollards be concrete-fled asa precaution “Another ssue with using existing bollards to accommedate larger or diferent vessels from the original design is the uncertainty as to whet the original designer intended with the horizontal and vertical angles of mooring lines. With larger vessels, these angles can change substantially and may be ‘outside the envelopes allowed fo inthe crginal design of rot only the bolards but also the wharf structure” MAINTENANCE Although observing that the majorly of ports would have infrastructure maintenance programmesin place, MrHutehison ‘ays with regard to bollards specifically that it "would mostly ‘consist of painting” its important to cheek the contin ofthe holding-down bolts - or welds i welded toa stool member - as this i ential tocensure the bollaes rated load can be accommodated Mr Beckett agrees that bollards ‘generally receive ite, if any, maintenance within such programmes. Mocring nooks. being more complicated items of equipment, are generally subject to periodic strip down inspection and servicing This attention tends not to extend to testing ofthe holeing-down bots? According to Mr Har’ ports are becoming Increasingly ‘aware ofthe importance of implementing sophisticated asset ‘management plans which are aligned with broader business objectives rather than reacting to repairs and maintenance on anad-hoe bass Shape ne uture a ALGUST 209138BOLLARDS 1m Mooring bolts Fave tomesttodsy's "Compliance with 50 55000 for asset management is increasingly becoming the norm. This estends beyond ‘condition assessment totaking a targeted and longer-outlook approach to managing maintenance prinites. “However this ofen does not extend toa fullassessment of the moering system as a whole, unless an incident occurs or _anupgeade requirement presents itso, We areseonga much greater levelof proactvty though? REVIEWING INFRASTRUCTURE IN PREPARATION, FOR NEW CALLERS Ports with sophisticated asset management arrangements will ‘be mere eadly abe to ag requirements fr mooring upgrades ahead of receiving larger-calling vessels due fo their esting ‘moating limitations bengbetter understood conthues Mr Haris. “in many jurisdictions, we are seeing governments put an ‘ligation on port owners to develop long-term mastorplans. fortheir assets, We have Supported a number of pots though this process, which requires an evaluation of future trade anc ‘leet requirements and how theirinfastructureand operations ‘must adopt to these changes overtime, “These plans are live documents that need to be updated. regulariytorespordto changing outlooks Thisprovicesagreat ‘opportunity to dently these issues earty and to putin place programmes of works to address these proactively over time ‘nadvance of the challenges ofaccommedating bigger ships! Me Bocket notes that sore pors have structureditastracture aualing/testing programmes in place that are automaticaly tiggeted ahead ofrecehinga stall roma larger vessol When undertaking a mooring assessment for an ‘oversized ship for ‘example, he says a wind lint may be imposed in oder to hoop ‘mecxing tine loads within bollard capacity. ‘Adds Mr Hutchison: “Most ports would not allow larger vesseisto callin the first place unl checks on capacity oftheir Infrastructure to accommodate these larger vessels were ‘completed. The sue then becomes amatter ofhow thorough those checks should be? NEW'TECHNOLOGY Regardless of any new technological developments in the ‘construction of bollards, mooring loads wil sil need to be resistedas wells also accommodated by the wharf structure, withthe board ‘simply a localised transfer point emphasises, MrHutchison “Forces from the mooring of vessels are largely horizontal and offshore which are the worso kind of toads to doal with. “There are alternatives available, such as the magnetic of vacuum mooring systems, which have advantages over ‘conventional bollards such as reduced time for securing vessels alongside and associated reduction in labour costs. However, the total mooring load from a vesset remains the same and stil needs to be accommodated by the wharf _ructure albeit va ifferent load paths" Noting “there is no sitver bullot - yet", Mr Haris says designing bollards to accommodate a widerangeot condlons leads tovery expensive infastructure solutions. Detineeoe urer's perspective ‘Allianz Global Corporate & Specialty’ global head of marine risk consulting, Captain Rahul Kanna, and ports and terminals underwriter ‘Simon Keenan, state unequivocally that ports must know f their bollares can withstand the loadings of ever-increasing vessel sizes. Whee they advise ths has always" been an important area of consideration to insurers they also rote the impact of vessel sizes having exponentially increased over the past docade oro, especialy inthe container and, rise ship sectors "Afalure of bolard and consequently the ‘mooring lines on it could resuit ina vessel breaking ofits berth and result ina very serious casually: collectively advise Captain hanna and Mr Keenan. “We have seen such incidentsin the past ‘and this concerns growing, especially asthe ‘consequences can be very costy including lossof tte! ‘An overall observation they shareis: that given the Infrastructure of many ports around tho worl was bul inthe pre-WWIl fra records ofbollard strengths are often rot avaliable. “in many ports the testing and regular ‘maintonance of bollrdsis alow pity in spite oft being the key infrastructure ofthe port This s clearly abig concer as safe ‘mooring f vessels depends upon understanding what loads can be safely taken, by such bollards, especially in bad weather” "Nonetheless the pair believe insurers ‘would generaly not seek to interfere with the workings o port by themselves prescribing programmes for audlting, testing and ‘maintenance of such infrastructure “We expect them to follow good industry practices on testing ane maintenance and there are implied warranties in an insurance policy. "Having sai that insurers the Alla, who have an in-house rsk constancy function, do ‘make ta point o advise theirclents of best practice processes and assist themin formulating adequate procedures for checking, testing and maintonance of such structures? Uttimately, conclude the pai itis vital that safe mooring practicas are enforced by ports, Including monitoring ifthe maximum number ‘of mooring nes that can be placed on each bollards not exceeded. "We have often seen tis process ignored ‘andit has resulted in bollards been uprooted Intigh on-shore winds. "Ouradhice would be to engage exports to reassess the breaking strengths of alt ‘mooring strictures in ease of ary doubt andif proper certfiation is unavailable, There are ‘ew non-destructive technologies avaliable Inthe industry for testing of bollards and these should be used when possible" Bo UWALGUST 29 Forth nies na ae analy fo worwportsrategy.com/Aowstfanything we are seeing anincreased emphasisto provide refined designs fra well-defined design bass “There are plenty of new technologies though which provide ‘exciting solutions to many problems we encaunterin mooring vessels. Each solution helps manage vessel mation, although presents its own new challenges and there ae not blanket solutions forall situations? MrBeckatt concurs that ports will prefertolvestin bollarés designed specially for the needs of thet vessel callers and vellbe unlikely prepared to pay for over-design of fai “The development of auto-mooring sytoms may reduce the reliance on bollards in certain Locations, but these are Ukaly to be limited in number since auto-mooring equipment is much ‘more expensive than bollards. “The development wo, as designers and specifies, would lke to see Is improved quality assurance procedures for the ‘manufacture of bollards soit gives confidenee that the actuat ‘capacity isno less than the rated capacity? PARTING THOUGHTS Inconeluson. Mr Harris implores ports take a long-term view ‘ofthe future requirements of theirinfastruture “This is not a static outlook and will evolve over time, Howover a port masterplan provides an opportunity to take stockndevaluatethe adequacy ofyour existing infrastructure tomeet future needs, Increasing bollard capacity can have knock-on impacts though the quay structure The whole mooring and quay wall system need tobe considered together. "We have seen instances where higher-capacity meoring/ berthing equipment has been installed on infastrcture not signed to accommodate it and other instances whore the existing bollards are not appropriate forthe moored vessel condtions. Both situations should really be avoided” Inadition to regular inspection and assessment of bollards Including removing bollards where possible to inspect holding-down bolts - assessment of the overall capacity of wharf infrastructure should bea proty concurs Mr Hutchison. itis extremely important to understand the limitations of how larger vessels can be moored alongside existing whart structures and ths ultimately governed by the abilty ofthe wharf structure to resist these loads. ‘Dynamic mooring assessments can be undertaken using software such as Optimoor and TermSim, which undertaken in consultation with port operators/pilts/shipping lines to confirm the numbes. ype and size of mooring tines and how ‘these are conigured through the faieads back to winches on the vessel's decks, provide greater certainty ofthe mooring {forces compared to conventional stati -based assessments, “These dynamic mooring assessments can target bollard limits to determine lmiting wind speeds before a vessel must, leave the berth itis important tonote thet BOLLARDS the largest vessel may not necossarly BASCOM ports generate the maximum individual andmarne bollard forces because a smaller router sual vesseluitha lessernumber of mooring lines may do this, hence why itis Important to check a range of vessels. ‘ot just the largest’ ‘Adds Mr Beckett: “Be careful where you purchase your bollards and always ensure that there isindeperdentand dependable verification of the manufactures qualty control” Providing Complete Safety Solutions for your Terminal Ws Container Top Safety Work Cages ‘mes Hutchison ‘ego nS mes 20/408 Woda, 20/40 Wor wah Haro Second ‘tral design stants and equlremes:aiale swarm the neva ay ‘Septet The et poo Sey agente any ah 30 ns Se Ioedtosatafed emomet sound nor 20/40n Modular Cage with Electronic Secondary Attachments ‘intron ote thn Cane 20/40f Modular Cape Theor pata Sey ap he WSC age, Cape fer elo tc modes inaad Carclasoi an S08 Sarde made 40R inverted Gondola Mode Cage (Picture bottom le) 2eshtakeon Qe vattoeal gant pe ia cage The Wes model ucts as “ivr goo ang you ean ne si ara Tada is yt tr a ak by ing ber ewe te conte aces wcs WORLD CRANE SERVICES eeu and mare avaible cl om WES Eml Sen Crater. confer mono ov wn merriment esi P00 267277 ET 97148989800 4971 483362 foes com