7 minute read
Berth right
John Bensalhia examines the latest developments and innovations in docking and berthing aid technology
With higher capacity and physically bigger vessels, the docking and berthing process poses more potential issues for ports than ever before. Increases in scale present a greater risk of accidents, damage to the vessel and/or cargo and damage to port infrastructure and equipment. There is also potential for environmental hazards: if, for example, chemicals or other hazardous cargo spills into a port’s water area. All these potential problem areas can result in signifi cant costs – direct costs and costs associated with the non-availability of a vessel or port facilities.
One path, however, open to ports and terminals to reduce the potential for accidents occurring during the berthing process is the use of modern berthing aid systems. Traditionally, earlier generation systems have been deployed in high capacity liquid or dry bulk terminals where correspondingly large vessels call. But now with the significant scaling up of container vessel designs in recent years and berthing system technological advances – stateof-the-art laser technology for example - there is a much wider scope for their application.
“World ports are seeing significant increases in vessel size and vessel traffic which are driving port utilisation and safety strategies,” says Robert Spain, General Manager, Allison Equipment Group, Inc (US distributor for Straatman BV). “Increasing the efficiency and safety of vessel docking manoeuvres are key elements of these strategies. This is especially true for hazardous area LNG and liquid bulk marine terminals.”
POSITIVE SUPPLIER RESPONSE
The berthing system supplier side of the industry continues to keep pace with user requirements and to ‘push the envelope’ on the development front.
Trelleborg’s SmartDock is a system that comprises two laser sensors, controller, central PC and data display options which can all be used to monitor and adjust the vessel approach during the push-up phase of docking. A typical application for SmartDock is in conjunction with the docking and mooring of LNG carriers in Singapore.
Another example is Laser Communications Inc’s Rover, which measures the closing speeds and approach distances of vessels, while recording the data on a computer. The incoming information is sent to operatives both on the ship and in the docking area, via portable receivers. The Rover is designed to help port and terminal operators manage risky scenarios such as challenging tidal levels and currents.
The Straatman Berthing Aid System (BAS) utilises the latest PLC and computer hardware and propriety application software to acquire, measure and display real time information critical for vessel docking manoeuvres. “Two precision lasers installed on the dock are used to measure vessel approach speed, distance, and angle,” explains Robert Spain. “A large LED flat screen,” he elaborates, “is installed on the dock for shore to ship visual communication with the vessel in real time. The latest sensor technologies are used to monitor environmental conditions, including wind speed and direction, tide levels, and marine current and speed and direction.”
“All the BAS data is displayed on a Human Machine Interface (HMI) on the dock. It is also recorded to enable forensic analysis. This information may additionally be provided on a range of wireless, portable, handheld devices typically used by the Harbour Pilot and Ship Captain as well as dock personnel. Further, Straatman BAS systems can also be configured to interface with other digital systems on the dock and in the marine terminal facility.”
8 The Straatman
Berthing Aid System employs laser technology to measure vessel approach speed, distance, and angle
Through Allison Equipment Group, its distributor in the US, Straatman has recently supplied Berthing Aid Systems to Customers in Europe and Asia for LNG and Liquid Bulk Terminals. Customers include ExxonMobil, Shell and Pertamina.
Two major ports have used Straatman for green berthing area projects: the Port of Rotterdam, and more recently, the Port of Hamburg, with Straatman working on a berthing aid system that is powered by solar panel technology. The panels deliver power to quick-release mooring hook units with integrated capstans.
While underwater cables have been used in the past as a power source, these proved to be a problem for diverse reasons: cost; time-consuming installation; risk of damage from either anchors or dredging activiity and health and safety risks. The advantage of using solar power (and also remotely powered devices) mooring ‘dolphins’ is that it gets rid of the need for underwater cables – not to mention providing a cheaper, more reliable and environmentally sound solution.
SOUND AND VISION
Docking and berthing aid systems rely on sound and vision. Port operators can get a clear picture of what’s happening through visual means such as screens and animations. Plus in the event of a problem, modern day systems are designed with alarms to warn the operator to swiftly act on the issue of concern.
Uruguay-based SETI’s berthing aid system features both a large LED display and audible alarms. All of the available berthing information picked up by the system is relayed through the LED screen, which informs the operator of vessel distance, speed and berthing angle. Once the vessel is moored and in contact with the berth’s fenders, the system is programmed to monitor fender deflection and drift. In the case of a problem, an alarm informs the operator.
Recording and monitoring the docking process is an important feature of berthing aid systems. This is so that ports can refer to this footage in both a historical context and for the purposes of forward planning.
Metratek’s DockAssist includes the facility to monitor, visualise and record concurrent geometric positions and speed data for vessels that are in the immediate terminal area and outside the device’s laser range. DockAssist produces animated real time visuals of vessels in the area, and in the case of a vessel outside the immediate zone, the system’s virtual laser function calculates and displays its distance and speed.
Docking aid systems are today designed with greater strength and resistance to outside influences. They are also designed with ease of use in mind.
Fugro’s NorthStar berthing aid system possesses these features, being both lightning-proof and powered by a hot, swappable battery.
This system works on the two-way principle, relaying data between two portable, global navigation satellite system beacons and a system on the FPSO (floating, production, storage and offloading) unit. The communication is again, completed in real time, allowing for swift and accurate positioning data for the port.
With each port facility inherently different, this is accounted for in system design. The Prosertek DockMoor Berthing Aid System, for example, is designed with three key flexible configurations in mind, which can be adapted to specific requirements and conditions.
The first of these three modules is the Berthing/ Unberthing Module that precisely measures distance; the speed from bow to stern; and the angle of the ship with respect to the port’s fender system.
The second module deals with Mooring Stress Monitoring. This closely monitors important aspects of the mooring process, such as the measurement of how much tension mooring lines can take. It monitors the tension of rope lines, the status of hooks, and the compression factor of fenders. The third module is FOCUSED ON diagnostics. This module provides a source of data on the condition of all hardware in the system (everything from control panels to laser measuring devices), ensuring that all elements are in good condition.
WEATHERING THE STORM
Adverse weather conditions can prove especially trying for ports. Loss of business and operational challenges invariably occur under such circumstances, especially in conjunction with extreme weather events. In August 2020, for example, the Port of Virginia, USA was faced with the onslaught of Hurricane Isaias. However, with the aid of Seaport OPX’s NCOS Online, the port managed to deal with the fallout from the hurricane in two notable respects. One, the port was able to reopen terminals at a greater speed after the hurricane had eased; and two, the port managed to avoid paying excessive costs with regard to resource planning and operations.
The use of NCOS Online helped with berth scheduling and mooring operations across its container terminals.
NCOS Online’s online mooring analysis module combines vessel response engines and high-resolution metocean models, resulting in greater accuracy with respect to the calculation of vessel movement. With wind speeds of more than 35 knots, the Port of Virginia was able to reach decisions faster using NCOS Online. For example, the early rescheduling of ship calls meant that vessels could stay safely on the berth. NCOS Online was also used by the port to determine when it could reopen after the worst of the hurricane had passed.
8 The scope for
