Group Practice

GP 04-40

Marine Terminal Facilities

8 December 2011
Engineering Technical Practice
Engineering
Marine Terminal Facilities

Table of Contents
Page
Foreword ........................................................................................................................................ 4
1 Scope .................................................................................................................................... 5
2 Normative references............................................................................................................. 5
3 Terms and definitions............................................................................................................. 6
4 Symbols and abbreviations .................................................................................................. 17
5 General................................................................................................................................ 18
5.1 Functional requirements............................................................................................ 18
5.2 Codes and standards................................................................................................ 19
5.3 Data collection .......................................................................................................... 20
6 Site selection for marine facilities ......................................................................................... 22
6.1 General..................................................................................................................... 22
6.2 Navigation................................................................................................................. 22
6.3 Berth operability........................................................................................................ 22
6.4 Water depth .............................................................................................................. 24
6.5 Third party activities .................................................................................................. 25
6.6 Security..................................................................................................................... 26
6.7 Risk assessments ..................................................................................................... 27
7 Marine berths - general........................................................................................................ 28
7.1 General..................................................................................................................... 28
7.2 Design basis ............................................................................................................. 29
7.3 Design life................................................................................................................. 31
7.4 Design standards ...................................................................................................... 32
7.5 Safe berth ................................................................................................................. 32
7.6 Navigation and water depth ...................................................................................... 32
7.7 Terminal simulation................................................................................................... 33
8 Fixed berths......................................................................................................................... 33
8.1 General..................................................................................................................... 33
8.2 Berth type ................................................................................................................. 36
8.3 Berth alignment......................................................................................................... 39
8.4 Berth layout and location........................................................................................... 40
Copyright © 2011 BP International Ltd. All rights reserved.
This document and any data or information generated from its use are classified, as a
minimum, BP Internal. Distribution is intended for BP authorised recipients only. The
information contained in this document is subject to the terms and conditions of the
agreement or contract under which this document was supplied to the recipient's
organisation. None of the information contained in this document shall be disclosed
outside the recipient's own organisation, unless the terms of such agreement or contract
expressly allow, or unless disclosure is required by law.

In the event of a conflict between this document and a relevant law or regulation, the
relevant law or regulation shall be followed. If the document creates a higher obligation, it
shall be followed as long as this also achieves full compliance with the law or regulation.

Page 2 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

8.5 Berth configuration.................................................................................................... 42

8.6 Berth structures ........................................................................................................ 44
8.7 Equipment and accessories ...................................................................................... 65
9 Buoy berths ......................................................................................................................... 69
9.1 General..................................................................................................................... 69
9.2 Berth type ................................................................................................................. 69
9.3 Conventional buoy mooring ...................................................................................... 73
9.4 Single point mooring ................................................................................................. 76
Bibliography .................................................................................................................................. 81

List of Tables

Table 1 - Underkeel clearances .................................................................................................... 25

Table 2 - Summary of risk assessment studies ............................................................................. 28
Table 3 - Criteria for preliminary studies........................................................................................ 40
Table 4 - QRH unit capacity .......................................................................................................... 66

List of Figures

Figure 1 - Shipping definitions sketch 1......................................................................................... 15

Figure 2 - Shipping definitions sketch 2......................................................................................... 16
Figure 3 - Shipping definitions sketch 3......................................................................................... 16
Figure 4 - Fixed berths definition sketch........................................................................................ 36
Figure 5 - T-head berth ................................................................................................................. 37
Figure 6 - T-head berth “L” configuration....................................................................................... 37
Figure 7 - Finger pier .................................................................................................................... 38
Figure 8 - Island berth................................................................................................................... 38
Figure 9 - Mooring layout .............................................................................................................. 43
Figure 10 - Buckling fender characteristics.................................................................................... 60
Figure 11 - Examples of buoy mooring layouts ............................................................................. 71
Figure 12 - Mooring buoy definition sketch.................................................................................... 71
Figure 13 - CALM layout ............................................................................................................... 72
Figure 14 - SPM definition sketch ................................................................................................. 77
Figure 15 - Buoy berths - under buoy hoses - definition sketch..................................................... 79

Page 3 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Foreword

This is the first issue of Engineering Technical Practice (ETP) Error! Reference source not
found.GP 04-40. No heritage documents provide coverage of the subject as presented in this Group
Practice (GP).

The requirements in this document are intended for the use of project teams engaged in the design of
new marine terminal facilities. It may also be used as part of a terminal audit process to provide a
benchmark for good practice.

It is recognised that many marine terminals are used by BP which do not meet the requirements of this
document. If this is the case, risk analysis and judgment should be used to assess the acceptability of
the facilities.

Page 4 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

1 Scope

a. This GP provides requirements, recommendations, and possibilities for project teams in the
design and execution of marine terminal facilities that are associated with hydrocarbon
installations. It is not intended to be prescriptive.
b. In the context of this GP, the areas under consideration include:
1. Areas bounded within the high tide mark onshore and a water depth of approximately
30 m to 50 m (100 ft to 160 ft) offshore.
2. Facilities located in coastal areas, estuaries, and rivers and canals that have navigable
waterways.
The content of this GP is focused on berths for conventional ship shape vessels (i.e.,
with a length:beam ratio of approximately 6) and does not specifically address
berths for more specialised vessels, such as construction barges (length:beam ratio
of approximately 4). Nonetheless, the same principles generally apply to these
vessels. This GP may be used for these applications, provided that specific
differences are acknowledged and can be accommodated.
c. This GP includes requirements for fixed berths of all types and configurations (e.g., jetties)
and buoy moorings (e.g., single point moorings).

2 Normative references

The following referenced documents may, to the extent specified in subsequent clauses and normative
annexes, be required for full compliance with this GP:

• For dated references, only the edition cited applies.

• For undated references, the latest edition (including any amendments) applies.

BP
GDP 3.6-0001 Environmental and Social Requirements for New Projects, Major
Projects, International Protected Area Projects and Acquisition
Negotiations.
GIS 38-300 Marine Loading Arms.
GIS 38-301 Marine Access Tower Gangways.
GP 48-04 Inherently Safer Design (ISD).
GP 48-50 Major Accident Risk (MAR) Process.
Marine Terminal Ship/Shore Interface Minimum Standards (BPMS).

International Maritime Organisation (IMO)

The International Ship and Port Facility Security (ISPS) Code.
International Convention for the Prevention of Pollution from Ships
(MARPOL). Annex I: Regulations for the Prevention of Pollution by Oil.

Oil Companies International Marine Forum (OCIMF)

International Safety Guide for Oil Tankers and Terminals (ISGOTT).
Mooring Equipment Guidelines (MEG).
SPM Hose Ancillary Equipment Guide.
SPM Hose System Design Commentary.

Page 5 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Recommendations for Equipment Employed in the Bow Mooring of

Conventional Tankers at Single Point Moorings.
Single Point Mooring Maintenance and Operations Guide.

Permanent International Association of Navigation Congresses (PIANC)

Approach channels - a guide for design.
Guidelines for the design of fenders systems.

3 Terms and definitions

For the purposes of this GP, the following terms and definitions apply:

Accommodation
The superstructure, usually at the after end of petrochemical vessels, that contains crew
accommodations and the navigation bridge.

Aft, after
Generally, the area behind the midship area of the vessel. See Figure 2.

Anchorage
A designated area for vessels to anchor safely using their own equipment (e.g., while waiting to enter
port).

Anemometer
Device for measuring wind speed and direction.

Ballast
Water taken in to tanks located in the vessel hull to provide hydrodynamic stability. Storm ballast is
the additional water taken in if severe weather is expected.

Beam, breadth
The width of the vessel. See Figure 1.

Berth
Noun: A location or structure in a port where a vessel can be moored securely in order to perform
transfer operations. A berth can be associated with a fixed structure (e.g., a jetty or quay) or a floating
structure (e.g., a buoy mooring).

Verb: The process of manoeuvring a vessel into a berth.

Berth allocation
The total duration that a berth is allocated or assigned to a vessel and is therefore not available for any
other vessel.

Berth occupancy
The total duration that a vessel is on a berth.

Berthing beam
A structure usually comprising a series of steel piles driven along the front of a berth and structurally
connected by a horizontal beam. Commonly used in inland barge berth construction.

Page 6 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Berthing dolphin
An independent structure against which a vessel can be brought alongside the berth safely. Identical to
a breasting dolphin.

Berthing line
An imaginary straight line drawn tangentially to the front faces of the outermost fender panels.

Berthing point
A strong point that is provided with fendering for the purposes of berthing or against which a vessel
will lay while moored (e.g., a berthing dolphin).

Boarding ladder
A ladder for personnel access from a small boat onto a low structure or buoy.

Bollard
A strong vertical post, usually of cast steel, fixed to the ground and/or on the deck of a ship, to which
mooring lines are secured. Similar in function to “bitts”, which are fabricated from tubular steel and
are more associated with ship borne equipment.

Bow
Front (forward) part of a vessel. The “pointed end”. See Figure 2.

Breakwater
An artificial barrier constructed of stone and/or concrete to protect the area behind it from wave action.

Breast line
A mooring line extending approximately perpendicular to the longitudinal axis of a vessel. Intended to
restrain the vessel from moving laterally off the berth.

Breasting dolphin
An independent structure against which a vessel can lean while moored at the berth and that may be
equipped with mooring points for spring lines. Identical to a berthing dolphin.

Bulkhead
A vertical partition dividing the hull of a vessel or buoy into separate compartments and often made
watertight to prevent excessive flooding if the hull is breached.

Bund
An enclosure designed to contain fluids that escape from equipment or piping located inside the bund.
An earth mound or embankment used to exclude water from an area behind it. See Dock - UK.

Buoy
A buoyant steel object, secured to the sea bed with anchors and chains/cables.

Capstan
A rotating drum used to haul heavy lines. Similar to a winch but mounted on a vertical axis.

Catenary anchor leg mooring (CALM)

A type of single buoy mooring (SBM).

Causeway
An artificial barrier constructed of stone and/or concrete to provide access from shore to a facility.

Page 7 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Conventional buoy mooring (CBM)

A number of mooring buoys to which vessels moor using (usually) their own mooring lines in
combination with their anchor(s).

Same as a multibuoy mooring (MBM).

Channel - navigation
A navigable route on a waterway, usually marked by buoys or other navigational marks, where the
water is known to be deep enough for vessels to sail without running aground. Channels are the marine
equivalent to roads.

Cofferdam
In general: A structure designed to exclude water in order to provide a dry working area within it.

In the context of a single point mooring (SPM): A watertight bulkhead located inside a buoy to
provide an unobstructed and dry working area between the bulkhead and the outer hull of the buoy.

Cold ironing
Provision of a shore power supply to reduce the air pollution created by vessel power plant running
while alongside.

Containment area
An area or basin that is open to the atmosphere and enclosed by a liquid tight perimeter boundary and
designed to control and contain spillages of liquid.

Control room - local

A building or room associated with the local control and monitoring of an operation and that may be
located outside the main plant/terminal area. The local control room does not control all plant/terminal
operations. Refer to control room - main.

Control room - main

The main control room is located within the plant/terminal area and controls all plant/terminal
operations.

Concept safety evaluation (CSE)

A risk based safety study, usually performed in select stage.

Deadweight
Weight of the cargo, fuel, and stores designed to be carried by a vessel.

Depth
Distance between the main deck of a vessel and the keel. See Figure 1.

Displacement
Total weight of a vessel (i.e., total weight of water displaced by the vessel).

Dock - UK
Usually a large excavated hole in the side of a river or shoreline designed for the construction and
repair of shipping or other structures. A wet dock is open to the river/sea and is therefore always
flooded. A dry dock has a barrier (e.g., gates or a bund) and can be drained.

Dock - U.S.
A fixed berth.

Page 8 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Dolphin
An independent structure designed to accommodate lateral loads (e.g., berthing dolphin or mooring
dolphin).

Dolphin berth
A minimalist island berth comprising berthing and mooring dolphins and a small working platform.

Draught
Distance between the water level and the keel of a vessel. See Figure 1.

Draught - air
Distance between the water level and the highest point on a vessel.

Draught - ballast
Draught if vessel is carrying ballast.

Draught - laden
Draught if vessel is carrying a cargo.

Draught - scantling
Maximum draught based on structural strength of vessel. It can be greater than summer draught.

Draught - summer
Maximum draught possible without breaching the load line convention that regulates the minimum
freeboard of a vessel in different circumstances.

Drift
Lateral or longitudinal movement of a vessel in a berth, usually caused by wind or current action.

Emergency release coupling (ERC)

Used to safely release the connection between a vessel and the shore facilities in an emergency.

Escape route
A safe and clear route from the marine facilities to a place of refuge for use in emergencies.

Fender
A device used to absorb the kinetic energy of a berthing vessel and prevent damage to the hull of a
vessel during berthing operations. Normally attached to berth or quay structures and made of rubber.
Timber, rope, or other materials may be used for small vessels.

Fender line
An imaginary straight line drawn tangentially to the front faces of a pair of fender panels. Usually the
same as the berthing line but not if, for example, the inner fenders are set back from the outer fenders.

Fender panel
A structural panel fixed to the front face of fender units and designed to distribute berthing forces
uniformly over a vessel hull. Normally made of steel and faced with low friction materials (e.g., high
density polyethylene [HDPE] and/or timber).

Page 9 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Fixed berth
Structure, or group of structures, against which floating craft or vessels (e.g., ships, barges, boats)
come alongside to berth and to moor, usually for the purpose of discharging or loading goods or
product to/from shore facilities.

Focs’le
Abbreviated form of the word “forecastle”. The front deck of a vessel where the forward mooring
winches on a petrochemical vessel are located.

Fore, forward
Generally, the area in front of the midship section of the vessel. See Figure 2.

Freeboard
Distance between the water level and the main deck of a vessel. See Figure 1.

Gangway
A temporary bridge for getting on and off a vessel at a fixed marine facility. Usually carried on the
vessel. Also see “tanker access tower”.

Gravity base structure (GBS)

Large concrete (usually) or steel structure resting on the seabed, relying on its weight for stability
against lateral forces.

Harbour
An area of protected (either natural or artificial) water used for marine activity.

Hawser
A large diameter heavy rope. Provided on SPMs to moor vessels at the bow.

High density polyethylene (HDPE)

Plastic material with a low coefficient of friction.

Head line
A long mooring line leading from the bow of a vessel to a mooring point.

Heave
Vertical dynamic movement of a vessel under wave action.

Hook
See mooring hook.

Hoses - floating
Flexible floating hose strings leading from a SPM to the vessel manifold area.

Hoses - under-buoy
Flexible hose strings connecting the pipeline end manifold (PLEM) to the underside of a fluid swivel
located in the centre of a single buoy mooring (SBM).

Hull
The body of a vessel which provides buoyancy and contains cargo tanks or holds, propulsion
machinery, etc. See Figure 1.

Page 10 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Immersion
Measure of the incremental draught caused by an incremental increase in displacement. Usually
expressed as tonnes per centimetre (TPC).

Island berth
A fixed berth comprising only a loading platform and dolphins. Connection to shore is by means of
subsea pipeline or tunnel.

Jetty
A fixed berth connected to shore by a fixed (usually trestle) construction carrying piping and
personnel/vehicle access ways.

Jetty control office (JCO)

A local control room serving berth operations.

Keel
The keel is the main structural member around which the hull of a vessel is built. It runs longitudinally
in the lowest part of a vessel hull from the bow to the stern. See Figure 1.

Laden
Describes a vessel carrying cargo. Part laden is a vessel only partially loaded.

Landing stage
A floating or fixed structure for the transfer of personnel to/from a small boat.

Length between perpendiculars (LBP)

A measurement used mostly by naval architects but also in the calculation of berthing energy. It is
defined as the distance at the design waterline between the forward side of the stem and the after side
of the rudder post. See Figure 1.

Lead
The line of a deployed mooring line.

Length overall
The longest dimension of a vessel, from the extreme points on the hull, fore, and aft. See Figure 2.

Lightweight
The weight of a vessel hull, superstructure, and machinery.

Manifold
The piping on a vessel where connection is made to the shore facilities. The piping, valves, etc.,
located on the berth for fluid transfer, usually located behind the transfer arms.

Manoeuvring area
The area in which a vessel is turned before berthing or on departure. The area through which a vessel
manoeuvres in making an approach to or departure from a SPM.

Mooring
Noun: A place to moor a vessel (i.e., something to which a vessel is secured by means of mooring
lines [wires or ropes]). Also applies to an anchored mooring (i.e., securing a vessel to the seabed by an
anchor and chain/wire).

Verb: The process of mooring a vessel by the deployment of mooring lines and/or anchors.

Page 11 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Mooring buoy
A buoy to which vessel lines are attached to provide a secure mooring. See CBM.

Mooring dolphin
An independent, fixed structure supporting equipment to which a vessel’s breast and head/stern
mooring lines are secured.

Mooring hook
A horizontal hook over which mooring lines are placed.

Mooring hook - quick release

A mooring hook with a mechanical device to enable quick release of the attached mooring line by the
operation of a lever.

Mooring leg
An assembly of chain (sometimes also wire or rope), weights, and anchors used to secure a buoy to the
seabed. CALM installations usually have six legs. Single anchor leg mooring (SALM) installations
have one leg.

Mooring line
A line, usually of wire or artificial fibre, that secures the vessel to mooring points. Carried and
deployed by the vessel except if shore moorings are used (lines deployed by the terminal).

Mooring point
A strong point (e.g., mooring dolphin) supporting mooring hooks or bollards.

Mooring ring
A steel ring used for the mooring of small boats and launches.

Parallel midbody length (PBL or PMB)

The length of a vessel hull where the sides of the hull are parallel (i.e., the length between the flared
and contoured parts of the hull at the bow and stern). PBL is usually quoted at the waterline level and
therefore varies with the laden state of the vessel. It is not necessarily centred on the manifold position
and should be quoted separately as forward PBL and aft PBL. See Figure 3.

Parcel
Volume of a product loaded into or discharged from a vessel.

Pier (as in finger pier)

Generally, a long structure extending from the shoreline. In this context, it is another word for trestle
and often used as such in the U.S.

Pitch
The rotational dynamic movement of a vessel about a horizontal transverse axis (i.e., the up and down
movement of the bow and stern).

Pipeline end manifold (PLEM)

The manifold at the end of a subsea pipeline to which the transfer hoses are attached for a buoy
mooring (single buoy mooring [SBM] or CBM).

Port
A marine area in which controlled commercial activity is performed.

Page 12 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Quick connect/disconnect coupling (QCDC)

Used to connect a transfer arm (sometimes hoses) to a vessel manifold.

Quantified risk assessment (QRA)

A risk based safety study, usually performed in define stage.

Quay
A linear, continuous berth constructed parallel to the shoreline or bank of a waterway. Often
constructed as a vertical walled structure (e.g., sheet piling or blockwork) but can also be an open
piled structure. Sometimes referred to as a “wharf”.

Roll
The rotational dynamic movement of a vessel about a horizontal longitudinal axis.

Segregated ballast tank (SBT)

Ballast water tanks that are separate and independent from cargo tanks to avoid contamination of
ballast water with product.

Shore moorings
Mooring lines provided by the terminal. Sometimes used at exposed berths to supplement the lines
carried by the vessel.

Single anchor leg mooring (SALM)

A type of SPM.

Single buoy mooring (SBM)

A type of SPM.

Single point mooring (SPM)

A mooring to which the bow or stern of a vessel is secured, and around which the vessel is free to
rotate under the influence of environmental or other forces.

Slip berth (U.S.)

A berth, usually constructed as a finger pier and in a pocket dredged into the side of a waterway, that
is approximately perpendicular to the channel.

Spring line
A mooring line extending approximately parallel to the longitudinal axis of a vessel. Intended to
restrain the vessel from moving longitudinally along the berth.

Squat
A phenomenon whereby the underkeel clearance (UKC) of a vessel is reduced in a shallow and/or
constricted waterway.

Stem
The front of a vessel hull. See Figure 2.

Stern
Back (after) part of a vessel. The “blunt end”. See Figure 2.

Stern line
A long mooring line leading from the stern of a vessel to a mooring point.

Page 13 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Superstructure
Structures above deck level. See Figure 1.

Surge
Longitudinal dynamic movement of a vessel, usually caused by wave action.

Sway
Lateral dynamic movement of a vessel, usually caused by wave action.

Swing circle
Area swept by a moored vessel as it revolves about a SPM.

Tanker access tower

Fixed stairway with moving bridge for access between a fixed berth and a (large) moored vessel.
Usually hydraulically powered.

Transfer arms
Hydraulically (usually) operated, mechanical device comprising articulated piping and attachments for
the safe transfer of product between a vessel and terminal. Usually located on a fixed berth but can
also be used for side to side transfer between a floating storage and offloading system/floating storage
and offloading system (FPSO/FSO) and shuttle tanker.

Transfer equipment
Transfer arms or hoses and associated piping, etc.

Trestle
Fixed approach structure.

Trim
The difference in draught between the bow and stern of a vessel.

Under keel clearance (UKC)

The distance between the lowest point of a vessel hull and the bottom of a channel or seabed.

Vessel
A ship or other floating transport.

Wharf
See “quay”.

Windage
Area of a vessel hull and superstructure above the waterline and exposed to wind forces.

Working platform
A platform designed to support and accommodate transfer equipment and associated facilities.

Working area
A defined area on a quay or deck designed to support and accommodate transfer equipment and
associated facilities.

Page 14 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Yaw
The rotational dynamic movement of a vessel about a vertical axis (i.e., the horizontal movement of
the bow and stern).

Figure 1 - Shipping definitions sketch 1

Shipping Definitions - 1

Superstructure
Air clearance
(air draught)

Freeboard
Beam
Depth
Water level

Hull - containing Draught

cargo tanks

Water depth Keel

Underkeel clearance (UKC)

Seabed

Page 15 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 2 - Shipping definitions sketch 2

Shipping Definitions - 2

Aft, Forward,
after Port side forward
end end
Stern Beam Bow

Starboard
side

Stem
Water
level

Length between perpendiculars (LBP)

Length Overall (LOA)

Figure 3 - Shipping definitions sketch 3

Shipping Definitions - 3

Parallel mid-body area

Key area for locating fenders

Superstructure

Hull

Manifold
Centreline

(Diagrammatic - Based on OCIMF sketch)

Page 16 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

4 Symbols and abbreviations

For the purpose of this GP, the following symbols and abbreviations apply:

CALM Catenary anchor leg mooring.

CBM Conventional buoy mooring.

CCTV Closed circuit television.

CSE Concept safety evaluation.

DWt Deadweight tonnage (metric tonne).

DWT Deadweight tonnage (short ton).

EIA Environmental impact assessment.

ERC Emergency release coupling.

ESIA Environmental and social impact assessment.

FPSO Floating production, storage, and offloading system.

FSO Floating storage and offloading system.

GBS Gravity base structure.

GPS Global positioning system.

HDPE High density polyethylene.

JCO Jetty control office.

JCR Jetty control room.

LBP Length between perpendiculars.

LCR Local control room.

LNG Liquefied natural gas.

LNGC Liquefied natural gas carrier.

LOA Length overall.

LPG Liquefied petroleum gas.

LPGC Liquefied petroleum gas carrier.

MAR Major accident risk.

MBL Minimum breaking load.

MBM Multiple buoy mooring. See CBM.

PBL Parallel mid body length.

Page 17 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

PLEM Pipeline end manifold.

PMB Parallel mid body length.

QCDC Quick connect/disconnect coupling.

QRA Quantified risk assessment.

QRH Quick release (mooring) hook.

SALM Single anchor leg mooring.

SBM Single buoy mooring.

SBT Segregated ballast tank.

SoR Statement of requirements.

SPM Single point mooring.

STS Ship to ship (sometimes: side to side).

SWL Safe working load.

TPC Tonnes per centimetre.

UKC Under keel clearance. See Figure 1.

VLCC Very large crude carrier (approximately 250 000 DWt [275 000 DWT]).

VLGC Very large gas carrier (approximately 70 000 m3 [2 500 000 ft3] or greater capacity).

5 General

5.1 Functional requirements

a. The marine terminal shall be designed to provide a facility for vessels of specified type and
size to berth safely and remain at the berth under defined conditions for the purpose of
transferring cargo between vessel and shore.
b. Marine facilities shall be designed to fulfil the following secondary functions, if specified:
1. Transfer of personnel between vessel and shore. Refer to 8.6.2.
This is usually a basic function for fixed berths. It is not required for SPMs or
CBMs.
2. Reception of liquid and solid wastes in accordance with IMO (MARPOL)
regulations.
IMO regulations require that governments ensure that reception facilities for liquid
and solid wastes from vessels are established and maintained in port areas. It is
therefore necessary to provide reception facilities at fixed berths if no alternative
facilities are provided in the port area. Acceptable means of treatment and disposal
also have to be provided by the terminal operator.
These facilities are not usually provided at SPM or CBM installations for practical
reasons. Transfer would have to be to small vessels alongside with associated
environment and safety risks.

Page 18 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

3. Reception of ballast water for treatment.

Another element of the IMO requirements for the reception of liquid wastes.
Volumes of ballast water are high (but contamination levels are low), and are
handled in a similar way to other liquid products, being discharged ashore using
transfer arms or hoses at fixed berths. It may be handled at SPM or CBM
installations using hoses.
The introduction of segregated ballast tankers has reduced the demand for ballast
handling and treatment facilities, however justification for their non-provision is
still required.
4. Loading of stores. Refer to 8.6.9 and 8.6.20.
5. Loading of bunker fuels.
Bunker fuels are handled in a similar way to other liquid products, being transferred
using transfer arms or hoses. Transfer over a fixed berth represents a lower
pollution risk than the alternative of transfer from a bunker barge or vessel.
6. Provision of structures for associated terminal facilities.
Refer to 8.6.17, 8.6.18, 8.6.20, and 8.6.21.

5.2 Codes and standards

a. The marine facilities shall comply with the BP Shipping BPMS, which:
1. Are mandatory in their application across the BP Group.
2. May be accessed from the BP intranet document library administered by BP
Shipping.
It is intended that this GP be used internationally and that the specification of codes
and standards reflect international good practice. However, in many instances the
use of appropriate local (i.e., national) practices is mandatory, and any differences
between these and internationally recognised standards needs to be accommodated.
If clashes between international good practice and local requirements are identified,
guidance should be obtained from specialist engineers and from BP shipping, as
appropriate.
b. For key elements of the civil engineering works (i.e., those necessary for the function of
the facility), the design shall comply with selected internationally recognised design codes.
In addition, the requirements of locally applicable regulations and approval criteria shall be
satisfied.
c. Vendor shall be responsible for identifying applicable codes, which shall be reviewed by
BP before work begins.
d. Local or national codes may be used, provided that they are not less stringent than design
criteria and specifications required by this GP. The designer shall apply relevant and
appropriate standards required to achieve the standards, function, safety requirements, and
cost effective design intended by the GP.
e. Assessment of local or national codes
1. In some cases, language differences may make it difficult to assess whether the
content of local or national codes can provide a sufficient level of technical assurance.
2. It may be appropriate to perform design checks of critical parts of the design against
internationally recognised codes and standards.
3. The need for performing design checks in 2. shall be identified early in the design
process.

Page 19 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

f. The scope of this document does not provide an extensive list of national and international
codes and standards or to make comparisons between them. However, some examples of
internationally recognised codes and standards are provided. These generally take the form
of:
1. International codes and standards (e.g., International Organization for Standardization
[ISO], International Maritime Organization [IMO]).
2. Internationally recognised national standards (e.g., Euro Norm [EN], American
Society for Testing and Materials [ASTM]).
3. Industry recommendations and practices (e.g., Oil Companies International Marine
Forum [OCIMF], American Bureau of Shipping [ABS]).

5.3 Data collection

One of the earliest steps in the design process for civil engineering works is to
develop an understanding of the environment in which the works are to be placed
and the mutual impact they have on each other. This is especially true for marine
works.
Acquisition of data of adequate quality and in sufficient quantity is essential for the
effective design and execution of the works.
The collection of data in sufficient detail and the understanding of local
environmental conditions are also critical for performing operational studies.
No two civil engineering projects are identical. Physical environment and local
parameters can have a significant impact on the design and execution of the project.
Cost and schedule can therefore vary considerably between different sites, possibly
to the extent that an economically attractive project at one location would not be
viable at another.
a. A data gathering exercise shall be planned and executed as soon as possible such that the
scope of onsite investigations and measurements can be identified early. Data in this
context includes:
1. Seabed soils and ground conditions.
2. Bathymetric conditions (sea bed contours and features).
3. Hydrographic conditions (e.g., wave and current, tides, ice).
4. Wind conditions.
5. Climatic conditions.
6. Sediment movements and shoreline mobility.
7. Seismic conditions (earthquake and tsunami).
8. Water density.
Commonly, recorded wave data is not available at the proposed project site.
However, wind data is usually available in some form that can often be used to
predict the wave climate using computer models. Both wave hindcast modelling and
wave refraction/diffraction modelling are well established and should be accurate
enough for at least the appraise stage and select stage studies.
b. Data gathering shall be performed in planned phases:
1. Desk study
a) Collection and assessment of readily accessible information, usually from
publicly available sources, such as hydrographic and cartography agencies and
meteorological offices.

Page 20 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

b) Used to develop a broad picture of site conditions and identify gaps in the data
record.
c) Typically performed at appraise stage.
2. Site visits
a) Visual, verbal, and written information obtained by observation and interview.
b) Used to refine the data base and plan a data collection programme.
c) Typically performed at appraise stage (for site selection) and select stage (for
development of the solution).
3. Site investigations
a) A formal programme of data collection for a defined period.
b) Used to provide data for design, construction, and operational purposes.
c) Typically started at select stage. Long term data collection could continue into
execute stage and beyond.
d) Usually performed in select stage to obtain a broad picture of the site and
continued into define stage to provide more detailed data for design and
operating purposes.
e) May commence investigations at appraise stage if data availability is poor and/or
extend data gathering into the execute stage and operate stage to provide an
extended data base for operational and construction downtime analyses.
Further information on geotechnical investigations can be found in GP 04-60.
Guidance and advice on shipping issues can be provided by BP Shipping.
Desk studies and site visits are usually of short duration to establish concept design
parameters. Site investigations can extend over months (e.g., during the select stage
to establish ground conditions) or years (e.g., after select stage to establish
metocean design and operating criteria).
Long term records of wind and wave data, in particular, are:
 Necessary to ensure that short term patterns in environmental conditions are not
given undue influence in the data analysis.
 Used to evaluate overall and seasonal berth availability, which could identify a
need for infrastructure to improve availability. For example, the impact of
adverse environmental conditions on availability could be mitigated by the
construction of breakwater protection.
4. Baseline surveys performed in accordance with GDP 3.6-0001
a) Detailed environmental survey of the project site and its environs.
b) Used to provide a basis for future comparison of the environmental impact of the
project.
c) Started at appraise stage and continuing through define stage, as required.
d) Designed to identify key environmental issues and sensitivities associated with
the project so that project environmental impacts can be correctly identified and
appropriately mitigated.
Baseline surveys are necessary so that any impact of civil engineering works on the
local environment can be assessed quantitatively. If there is any degree of
environmental sensitivity, a baseline survey is essential. This is often associated with
an ESIA in the define stage.

Page 21 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Mathematical or physical modelling may be used to establish wave or current

climates at the project site and in its vicinity. These same models can be used to
predict the impact of the project on the environment and can be a useful design tool,
especially if impervious structures are built across a shoreline.

6 Site selection for marine facilities

6.1 General
Site selection is one of the most important early activities for a project and should
be performed in the appraise stage and select stage.
Site selection provides an opportunity to eliminate and mitigate many of the risks
that may occur during the later stages of the project, including the operating stage.
a. Selection of a suitable site for a new marine facility shall permit vessels to navigate freely
and safely between the marine terminal facility and open water. The location should
provide a safe and secure operating environment with a minimum of disruption from
adverse environmental conditions or third party activities.
The selection process requires inputs from a number of disciplines and needs to
balance the requirements and wishes of many stakeholders. Upstream Engineering
Centre (UEC) has much experience of carrying out this activity across the BP
Group. It is strongly recommended that a new project involves them early in the site
selection process.
b. If the marine facility is located in an existing port facility, a strong interface should be
maintained with the port authorities and/or coastguard authorities during development and
operation. Although early contact is usually beneficial, it may not always be feasible in the
early stages of site selection as a result of commercial sensitivities.
Site selection studies for the location of the marine facilities and associated onshore
facilities are performed in the appraise stage. They are often continued into the
select stage if a number of potentially suitable sites have been identified and a more
detailed study and investigation is required to finalise the selection.

6.2 Navigation
a. Access from the sea to the terminal (or to the port where the terminal is located) shall be as
direct and as short as possible.
b. If necessary and subject to the requirements of the navigation authority, navigation
channels shall be marked in accordance with international standards.
c. Within port areas, the terminal should be located as close as possible to the port/harbour
entrance to minimise:
1. Transit through confined waters.
2. Potential interfaces with other shipping during approach and departure.
d. Navigation channels to the berth and the manoeuvring areas in its proximity shall be of
adequate depth, width, and area to manoeuvre vessels safely from open water to the berth.
e. There shall be sufficient area adjacent to the berth to enable vessels to manoeuvre safely
onto and off the berth with due regard to other vessels operating in the vicinity.

6.3 Berth operability

a. Marine facilities should be sheltered from the effects of wind and waves.
b. Activities of third parties that could have an impact on berth operability shall be
considered.

Page 22 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

c. If necessary, the design of the berth may be modified or protective structures provided to
improve berth availability.
d. The level of acceptable weather downtime depends on the type of operation to be
conducted at the terminal. A terminal simulation study shall be performed to assess this.
See 7.7.
e. In the absence of other information and as a guide, the following figures may be used
during the appraise stage for downtime estimates, based on agreed operating limits:
1. On an annual basis, downtime should not exceed approximately 5%.
2. On a seasonal basis, a higher figure may be acceptable, perhaps up to 10% to 15%.
Low berth availability may be acceptable for low throughputs (e.g., up to
approximately one vessel per week). It is unlikely to be feasible for higher
throughputs. Note that berth downtime has an impact on storage requirements to
cover for periods of vessel delay, etc., caused by weather downtime. Overall
terminal availability can often be improved by increasing storage provision.
Operating limits for berthing are usually the governing factor for berth downtime
and are often specified by the port authorities. They are influenced by:
 Natural environment of the berth.
 Design of marine facilities.
 Vessels using berth facilities.
 Capabilities of the pilots and tugs assisting the vessel.
The following parameters are commonly used to define operating limits:
Wind
Most vessels can berth normally in winds up to 20 knots to 25 knots and often higher
(e.g., 30 knots at SPMs). This is often related to the operating capabilities of tugs
and mooring boats, as well as the size and type of vessel. Some existing sites quote a
limit of up to 30 knots. This may apply only to particular types of vessels (e.g., those
with low windage areas), or it may require additional tugs.
Once berthed, vessels are usually able to stay berthed in winds up to approximately
40 knots, depending on the design of the transfer arms and tensions in the mooring
lines. OCIMF recommendations require that the maximum tension in any one
mooring line does not exceed 55% of the MBL.
Operating procedures should ensure that vessels are able to stop transfer
operations, disconnect the arms/hoses, and depart the berth before this limit is
reached. This relies on an understanding of the local environment and the
appropriate use of weather forecasts. Nonetheless, there is always a possibility that
vessels may not be able to depart in time. The berth is usually designed for 60 knot
winds or higher to allow for this possibility.
Vessel breakout from the berth (e.g., as a result of high wind conditions) can have
very serious consequences in terms of pollution risk and grounding/collision risk.
Compliance with operating procedures is the principal means to prevent vessel
breakout. Appropriate design can reduce the risk and mitigate the consequences
should breakout occur. For example:
 Providing equipment to monitor wind, currents, and waves.
 Fitting load cells in mooring hooks or SPM hawsers to permit monitoring of
mooring line loads.
 Grounding/collision risk can be minimised by appropriate location of the berth
relative to shallow water and other vessels.

Page 23 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 Pollution risk can be mitigated by the use of breakaway couplings (e.g., in hose
strings).
At a fixed berth, risk can be reduced by orientating the berth such that the vessel
tends to be pushed onto it. However, this may not always be feasible, or other
considerations may take precedence. For this reason, transfer arms should have
powered ERCs to reduce any spillage if the working envelope of the transfer arms is
exceeded.
Waves
In general, vessels moored at fixed berths and at CBMs should be able to tolerate
waves up to 1,5 m to 2 m (5 ft to 6,5 ft) in height, providing wave lengths are not
long (e.g., greater than about 13 s period). Vessels operating at SPM berths can,
once moored, remain on the berth in wave heights up to 4,5 m (15 ft) or more,
depending on the design of the system.
Some guidance for the acceptable movements of vessels is provided in “Criteria for
Movements of Moored Ships in Harbours” - PIANC.
However, it is often the berthing and unberthing operations that can determine the
operability of berths of all types. Most mooring boats, tugs, and small service craft
(e.g., pilot vessel) can operate safely in waves up to approximately 1,5 m (5 ft) wave
height, and larger boats may extend this to 2,0 m (6,5 ft) or more. However, some
small boats may be limited to 1,0 m (3,3 ft) wave height, especially at CBM berths
where access may be required onto the mooring buoys.
If a fixed berth is in an exposed location and there are significant wave conditions at
the berth, more specialist studies may be needed. To minimise the effect of waves on
vessels at the berth, the berth should be orientated into the waves, if possible.
Currents
Currents do not normally influence downtime. However, high current speeds (e.g.,
in excess of 3 knots to 4 knots) may limit the periods within the tidal cycle that
vessels can berth/unberth safely and result in some operational restrictions.
Current speeds in excess of approximately 4 knots usually result in some operational
restrictions (e.g., berthing/unberthing operations limited to slack water periods).
The speed of the current is a lesser issue than its directional uniformity. Locations
where currents change direction with the tidal state or where eddies are present
(such as on sharp changes in channel direction) are not preferred because of the
potential high forces on the vessel and the possibility that operational restrictions
may have to be imposed.

6.4 Water depth

a. The depth of water in the navigational approaches, in the vicinity of the berth, and at the
berth shall provide adequate UKC for the safe operation of vessels at the terminal.
b. The UKC shall be not less than the requirements of the UKC policy issued by BP shipping.
UKCs take into consideration many factors, including:
 Nature of seabed conditions (hard/soft).
 Water levels, including tide levels and storm surge.
 Maximum loaded draught, including any vessel trim.
 Vessel movement, such as heave in long period waves.
 Customary speed in approach channels for squat calculations.

Page 24 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Particularly in the early stages of a project (i.e., appraise and select), when there
may be less confidence in the data available, the determination of appropriate
UKCs should also take into consideration other factors, including:
 Survey error and inaccuracies.
 Dredging tolerances.
 Siltation.
c. If tidal conditions are such that vessels are not able to leave the berth at any and all states
of the tide, an analysis shall be performed to assess and evaluate whether the risks of such
a tidally constrained operation can be acceptably managed. The risk analysis shall
consider:
1. Type of event that might require a vessel to leave the berth at short notice.
2. Risk of occurrence of such an event and the potential consequences.
3. Contingency measures to mitigate the consequences of the event.
Paragraph c. refers to a situation if the depth at a berth is greater than that in the
navigational channel (e.g., at an estuarial berth with a dredged box). It is not
intended to apply to “pumping over the tide” operations (if the rise of tide is used to
accommodate increases in draught while loading), which are subject to a more
rigorous evaluation and sign off by senior management.
d. The relevant port authorities should be consulted at an early stage to determine their
requirements for the maximum allowable draught for vessels visiting the terminal. The
smaller of this value and that determined from BP shipping UKC policy shall be adopted
for design and operational assessment purposes.
e. In the absence of detailed seabed survey data or port authority requirements and as a
general guide, UKC listed in Table 1 shall be used. These are coarse design requirements
for the first stage of development of new terminals, typically in appraise stage where little
definitive or potentially inaccurate information may be available.

Table 1 - Underkeel clearances

Location UKC (% loaded draught) Comment

Open water 25 UKC is determined primarily from vessel movement
and trim.
Fixed berth
Berth approach 20 In sheltered* conditions, this may be reduced to 15%.
Manoeuvring area 15 In sheltered* conditions, this may be reduced to 10%.
Alongside berth 10 To a line 3 m (10 ft) behind the berthing line.
For a length not less than 120% LOA.
For a width of about 200% beam.
Buoy berth
Buoy berth 25 UKC is determined primarily from vessel movement
and trim.
At berth 25 Appropriate water depth may need to be measured
from top of PLEM superstructure.
* For example, if breakwater protection is provided.

6.5 Third party activities

Third party activities in the vicinity of a marine terminal can present a risk to
operational activities, often in the form of collision risk. A key potential consequence
of such an incident is spillage of product, either in liquid form or as a gas.

Page 25 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Uncontained liquids can spread over water resulting in environmental pollution,

vapour clouds (from liquefied gases), and fire if an ignition source is present.
Emergency response plans and procedures to contain the spillage and mitigate its
effects should be prepared by the terminal, but this is outside the scope of this
document. The location of liquefied gas terminals is, however, particularly
influenced by the consequences of a release of product.
a. The marine terminal shall be located such that the impact of third party operations does not
unacceptably affect the safety and efficiency of the terminal operations.
b. The terminal shall be located a safe distance from third party terminals, adjacent
navigation channels, and manoeuvring areas.
Although some codes and practices provide requirements for “safe” distances, it is
usually determined using quantified risk analysis techniques that take into
consideration the type of operations and the number of people who might be
affected. For example, a neighbouring oil and gas terminal may, because of its more
stringent safe operating regime, represent a lower risk than a bulk handling or
container terminal.
Passing traffic represents a number of risks to vessels at a berth adjacent to a
channel. These include:
Disturbance caused by the dynamic wave created by a passing ship:
 This can cause the vessel to surge along the berth and/or be sucked from the
berth. Either event could cause the breakage of mooring lines with the potential
for vessel breakout and product spillage.
 The magnitude of the disturbance is influenced by:
- Distance of the berth from the passing ship.
- Size and speed of the passing ship.
- Depth of the channel.
 Disturbance caused by a dynamic wave is a complex phenomenon to analyse
and may require specialist studies.
Vessel impact resulting in damage to a berthed vessel:
 Damage to the berthed vessel and possibly penetration of the cargo containment
can lead to a release of product to the environment:
 Statistics from the UK HSC (Health and Safety Commission) indicate that the
risk of impact is low (e.g., of the order 4 x 10-5 in a narrow river).
Vessel impact resulting in damage to berth structures and equipment/piping may
cause a release of product to the environment.
Ignition source that could ignite a release of cargo:
 This needs to be addressed as part of a QRA study.
 Small vessels outside the channel are probably more of a hazard in this respect.
The proximity of fishing and small boat ports (e.g., marinas) should be checked.

6.6 Security
a. The design of the terminal shall comply with the IMO International Ship and Port Facility
Security Code (ISPS).
b. These requirements may have an influence on the selection of a suitable location for the
facilities.

Page 26 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

6.7 Risk assessments

a. MAR and marine risk assessments:
1. Shall be performed in conjunction with BP shipping to identify the risks associated
with activities of vessels using the terminal.
2. Should be performed during the appraise stage and select stage, as appropriate.
b. The results from a. should be used as input to the QRA (as outlined in g.) in the define
stage.
c. The risk assessments shall comply with the requirements and recommendations provided
in GP 48-50 and BPMS.
d. Risk assessments shall identify and quantify potential risks and consequences associated
with the presence and activities of vessels at the berth and, if appropriate, in the approaches
to/from the berth. They should include:
1. Risk of grounding or collision with other vessels or structures in transit to/from the
berth.
2. Risk of impact from other vessels with the berth or with a vessel at the berth.
3. Risk of extreme movement of the vessel while berthed as a result of passing ships or
other disturbances, which could lead to drifting and breaking away from berths and
anchorages.
4. Risk of product spillage and subsequent pollution and/or ignition.
5. Risk of fire and explosion at the terminal and on or around a berthed vessel.
6. Risk of security breaches, including criminal and terrorist activities, sabotage, and
threats against the terminal or ships.
7. Meteorological and natural hazards, such as flooding (including tsunami), high
winds/waves/currents, electrical storms, and earthquakes.
Reference should be made to the BPMS clause that relates to emergency response
plans.
e. If appropriate, mitigation measures may be adopted to reduce risks to an acceptable level.
Mitigation may be achieved either through design features, which is preferred, or
through operational procedures. Mitigation through operational procedures, while
acceptable, may represent a higher risk during the operational phase because of the
possibility of human error.
f. Assessments may be performed in phases or sequentially to reflect the level of detail
available at the various stages of the project development. Supplementary studies (e.g.,
collision risk study) shall be performed as required. The results of these studies shall be
incorporated into QRAs.
g. A QRA study shall be performed during define stage to confirm that the risks associated
with third party operations (e.g., adjacent marine terminals and their shoreside facilities) lie
within BP internal criteria for operational safety. Similar risk studies (e.g., CSE) shall be
conducted at earlier project stages, if appropriate, but may be reduced in definition to
reflect the detail available at the time.
Key considerations for any risk study are not only the risk of spillage/ignition but
the number of personnel at risk from consequential fire. The distribution of
population around the terminal is important data that needs to be acquired for the
successful execution of a QRA study.
h. Table 2 summarises the risk assessment studies that need to be performed and the typical
phases of a project in which they should be conducted.

Page 27 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Table 2 - Summary of risk assessment studies

Study CVP stage

Marine risk studies Appraise, Select, Define
MAR Appraise, Select
CSE Select
QRA Define

7 Marine berths - general

7.1 General
For the purposes of this GP, marine berths are broadly categorised in terms of the
distance from shoreline:
 Inshore berths that lie within approximately 2 km (1 mi) from the high water line
or shore line.
- Inshore petrochemical berths are usually fixed jetty structures, but they may
also be conventional vertical walled quays. They are located in sheltered
conditions, commonly in a harbour, estuary, or river.
- Jetty structures are usually open piled or caisson structures, depending on
seabed and environmental conditions. Structures in ice environments require
special consideration to manage ice buildup for structural and operational
reasons.
 Near shore - berths that lie between approximately 2 km to 10 km (1 mi to 6 mi)
from the high water line or shore line.
- Near shore berths are often exposed to more severe environmental
conditions and designed to operate in higher wave conditions. They may be
fixed structures, but are more commonly floating berths.
- Floating berths are secured to the seabed by anchor systems and can move
within defined limits under environmental and mooring loads. They are
typically located in areas where adequate water depth is a considerable
distance offshore, and the cost of a conventional fixed berth would be high.
- Operations at floating berths at near shore locations, whether SPM or
CBM/MBM, are usually supported by small craft to assist in hawser and
hose handling. The operating limits for these are similar to those for inshore
support craft, up to approximately 2 m (6,5 ft) wave height and 25 knots to
30 knots wind speed.
- Availability of the berth for vessels to moor is therefore similar to that for an
inshore fixed berth. Once moored, however, vessels can remain on a floating
berth in more severe wave conditions than a fixed berth.
a. The configuration and location of the berth shall take into consideration the requirement
for vessels to be able to approach, berth, moor, operate, and depart in safe conditions and
without unacceptable risk to the integrity of vessels or the berth and its facilities.
b. The manoeuvring area around the berth and at the berth itself shall have adequate water
depths such that the vessel is capable of performing necessary movements and functions at
all states of tide. Meteorological and oceanographic data shall be considered in
determining berth location and arrangement and to determine operating criteria.

Page 28 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

c. Marine facilities shall be designed such that operations can be performed safely and
efficiently by using procedures that are internationally recognised by the oil and gas
industry.

7.2 Design basis

a. The key defining document for marine facilities is the design basis. The document shall be:
1. Based on the business SoR.
2. Prepared always at an early stage (i.e., pre-appraise stage or appraise stage).
b. The design basis shall reflect both the short term and long term requirements of the
sponsor business unit.
The design basis provides the foundation of any project and drives design and
operational decisions. Its preparation is an integrated exercise between business
development and engineering groups and cannot be developed independently.
It is essential that the engineering team fully understands the requirements of the
business team and the context of the business opportunity.
It is equally essential that the business team fully understands the importance of the
decisions taken at a very early stage of the project and the potential impact if they
are modified at a later stage.
c. Each berth shall be designed to fulfil specified functions that are clearly defined by the
owner or operator in the design basis as follows:
1. Types, qualities, and quantities of products and goods to be handled at the berth.
2. Size distribution of vessels intended to use the berth.
d. The key information in 1. and 2. shall be confirmed as early as possible in the design
process so that the configuration of the berth can be determined.
It is important that there is a proper and full understanding of the range and number
of the various vessel sizes and types using the berth. This information is usually
provided by the business unit, which works in a dynamic commercial environment
and may be unable to provide the definition required for a proper assessment of the
berth configuration. If sufficient definition is not available, judgment has to be used
to provide an adequate degree of flexibility in the berth layout to accommodate
possible future changes.
The size distribution of vessels expected to use the berth should include not only the
extremes (maximum and minimum) of the range of sizes but also a definition of the
numbers of each vessel of each size within this range. This enables the layout of the
berth to be optimised around the most frequent visitors to the berth, while ensuring
that other vessels can still be accommodated safely.
For input to a terminal simulation or berth utilisation model, the following data
should be provided for each product handled at the terminal:
 Product name (e.g., note that there could be several grades of gasoline, and
each one may need to be identified).
 Parcel size to be transferred (primarily this is for an assessment of storage
requirements).
 Vessel size that parcel is carried in (note that a single vessel could carry several
different products).
 Transfer rate (and whether products can be transferred simultaneously).
e. The design basis shall include the principal characteristics of the design range of vessels,
including (as a minimum):

Page 29 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

1. Displacement at berthing and at maximum load for the berth.

2. Principal physical dimensions
a) Length overall.
b) Beam (breadth).
c) Depth.
d) Draught - Laden and ballasted.
3. Manifold details
a) Number and sizes.
b) Positions (relative to longitudinal amidships, ship side, and deck level or
waterline).
Note that deadweight is not included in the list in e. This parameter describes the
cargo (and stores, fuel) carrying capacity of the vessel and provides a generic
indication of its size. However, it does not accurately define the parameters that are
needed for the design of the berth, such as the physical dimensions or displacement
(mass) of the vessel.
Manifold details should comply with OCIMF requirements in the bibliography of
this GP, but this is not always the case. The location of vapour return lines on
product vessels can sometimes present problems for the effective arrangement of the
onshore transfer arms. Special attention may be required to ensure that necessary
arms can be connected efficiently.
There are a number of other characteristics that are required in the design process
and could usefully be included in the design basis. The minimum data listed in d.
should be accessible at appraise and select stages, but more detailed data should be
available for the define stage. The following table provides a more comprehensive
listing which should be included for define stage.
Parameters Units

Displacement - laden and/or maximum te (T)

Displacement - ballast te (T)
3 3
Cubic capacity m or (bbl or ft )
Deadweight (nominal) te (T)

Immersion (TPC) (see note) te/cm (T/in)

Maximum length overall (LOA) m (ft)

Minimum length overall m (ft)
Beam m (ft)
Moulded depth m (ft)
Draught - maximum or laden (taking density into account) m (ft)
Draught - minimum or ballast m (ft)
Draught - light (see note) m (ft)

Manifold location:
Bow to manifold centreline m (ft)
Deck (or waterline) to manifold m (ft)
Side to manifold m (ft)

Page 30 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Gangway landing position from manifold

Relative to manifold centreline m (ft)

Parallel midbody length (PBL or PMB)

Forward of manifold m (ft)
Aft of manifold m (ft)

Air draught - maximum m (ft)

2 2
Windage - lateral m (ft )
2 2
Windage - longitudinal m (ft )

Notes:
Immersion can be used to estimate the draught and displacement of a vessel in
intermediate loaded states or carrying a cargo with a lighter density than the design
density. The following method provides an approximate solution and is applicable to
large vessels if the stores/fuel is small relative of the cargo element. Because
immersion varies with draught, the method is less accurate for low draughts.
 Maximum displacement = maximum draught x immersion.
 Light weight = maximum displacement - deadweight.
 Intermediate displacement = cargo weight (volume x density) + light weight.
(stores/fuel should also be added if known).
 Intermediate draught = intermediate displacement/immersion.
Light draught is rarely used in the design of the berth and its facilities (e.g., transfer
arms envelope) because the lightest state in which vessels usually operate is in
ballast. However, light draught can be used to calculate the lightweight of the ship
(using the TPC parameter).

7.3 Design life

a. Unless required otherwise, the marine facilities shall have a design (or operating) life of at
least 25 yr. If this requirement cannot be reasonably met (e.g., ladders, fendering systems,
and gangway equipment), the design life should be at least 10 yr.
b. The design shall permit ready replacement of such members or items as described in a.
The desired design life may be longer or shorter than 25 yr, depending on
commercial requirements. If a longer life (than 25 yr) is required, the structural
design is influenced by the requirement for longer return periods for the
environmental loading parameters. In addition, the design detail needs to
accommodate enhanced corrosion protection systems to reduce rates of
deterioration or provide increased corrosion allowances. It is unlikely that a design
for a shorter life (than 25 yr) offers any significant cost savings.
Appropriate inspection and maintenance systems are essential to ensure that the
expected life of the facilities is realised. GP 32-30 (mandatory) and GP 32-46
should be consulted. Requirements can also be found in “Jetty Inspection and
Maintenance Guide”, SIGTTO/OCIMF.
Classification societies may require SPMs to be dry docked for inspection and
maintenance at intervals within the design life. This can often be negotiated to a
longer period with interim inspections in situ. There is, however, no mandatory
requirement for SPMs to be in class. Inspections may be performed to meet the
operator requirements and/or in accordance with vendor recommendations.

Page 31 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

c. Return periods
1. The return periods for environmental design parameters (e.g., wind, wave, and flood)
for environmental loading shall be proportionate to the design life of the facilities and
consequences of failure or damage to facilities.
2. A cost benefit analysis should be performed to determine appropriate return periods.

7.4 Design standards

a. Berth design shall comply with BPMS and various recommendations and requirements
published by OCIMF, SIGTTO, and other internationally recognised industry bodies, as
appropriate.
There are a number of industry publications available that provide guidance on
aspects of berth design. Examples are those published by OCIMF and SIGTTO,
which are included in the bibliography.
b. Structural design shall comply with national and international regulatory requirements and
national codes. An appropriate example of the latter and one that is widely used
internationally for the design of fixed structures is BS 6349.
c. Design of floating systems should comply with requirements of the classification societies,
such as American Bureau of Shipping (ABS).

7.5 Safe berth

a. The berth shall provide a facility at which the vessel can be moored safely and always in a
manner that permits departure in the shortest possible time.
b. At fixed berths, the bow should preferably face the port entrance. All berths shall have
adequate manoeuvring area to provide an unobstructed passage to open water.

7.6 Navigation and water depth

a. If possible, the dimensions of navigation channels shall comply with the PIANC
recommendations in Approach Channels - A Guide for Design. Aids to navigation shall be
provided as necessary and as agreed with the appropriate port and/or navigation
authorities.
b. Size and shape of the manoeuvring area should be determined by detailed manoeuvring
studies. In the absence of such studies, the following criteria shall be used as a minimum
requirement:
1. Fixed berths - A turning area adjacent to the berth that shall have a diameter at least
twice the length of the longest vessel to be accommodated at the berth.
2. SPM - A manoeuvring area centred on the SPM that shall have a diameter at least six
times the length of the longest vessel to be accommodated at the berth.
c. The minimum depth of water provided in the navigation channel and manoeuvring areas
and at the berth shall be determined from the following:
1. Maximum draught of vessels visiting the terminal.
2. Tidal and atmospheric conditions (e.g., surge).
3. UKC required in the approaches and at the berth.
d. All depths shall be related to a single specified datum (e.g., chart datum, lowest
astronomical tide). The relationship between this datum and the onshore terrestrial datum
or, if appropriate, another marine datum shall be defined.

Page 32 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

7.7 Terminal simulation

a. The number of berths required to service a particular operation should be determined by
use of a terminal simulation model.
The number of berths is a function of the terminal throughput, parcel sizes, vessel
sizes, and other operating parameters.
b. The terminal simulation model may take several forms, including:
1. A simple rule of thumb in appraise stage.
2. A computer spreadsheet, typically in select stage, but sometimes earlier.
3. A more sophisticated computer simulation model, typically in define stage, but
sometimes a less sophisticated version in select stage.
Whatever the type of model, its primary objective in this context is to calculate berth
occupancy/allocation for vessels in each of the various vessel sizes and product
ranges to be operated. From this, the number of berths required for each
product/size category can be calculated.
Berth occupancy is defined as the total duration that a vessel is on a berth. It
includes mooring time, pre-transfer “service” time, product transfer time, post-
transfer “service” time, unmooring time, and any waiting time. A typical rule of
thumb for maximum design occupancy for a fixed berth is 60% taken over a period
of a year. This represents a balance between the capital cost of an additional berth
against the operating cost of demurrage incurred by waiting vessels. For an SPM
berth, a lower figure is sometimes used (typically 50% to 55%) to reflect the usually
higher weather downtime at these facilities.
One of the values of the terminal simulation tool is that it can be used to optimise
design occupancy levels against predicted demurrage or delay costs. Depending on
local factors, it may be found that these rules of thumb are inappropriate, and a
higher or lower figure should be used. In all cases, it should be anticipated that the
annual average occupancy will be exceeded on a short term basis. However,
physical limitations usually mean that maximum annual occupancies cannot exceed
approximately 80% to 85%.
Berth allocation is less often used and is defined as the total duration that a berth is
allocated to a vessel and therefore not available for any other vessel. Its definition
varies from operation to operation, but it always includes berth occupancy and often
includes the period from “notice of readiness” to the start of the occupancy period.
Allocation can in theory be greater than 100%.
Software used for terminal simulation studies can be obtained commercially and is
often a “discrete event” package. Other outputs that can be extracted from a
terminal simulation study include assessments of storage requirements, shipping
fleet size, and capability, port capacities (e.g., navigation channel limits), optimal
configuration of product type, and parcel size per berth.

8 Fixed berths

8.1 General
a. The focus of 8.1 through 8.7 is the design of berths for vessels handling hydrocarbon
products. Requirements for the design of berths for other vessels (e.g., bulk materials
handling) can be readily found in national codes and practices.
The principles of this clause could also be applied to a large floating berth
providing multiple mooring points and fixed fendering. An example of this was at the

Page 33 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Valdez, Alaska, crude oil export terminal, where such a floating structure was
provided because water depths were too great for an economical piled berth.
Fixed berths that provide a single mooring point (i.e., SPM) are:
 Not covered in 8.1 through 8.7.
 Commonly designed as a monopile or jacket structure supporting a rotating
platform.
 Similar in operation and topsides design to the floating single point mooring
berths (i.e., SBM) that are covered in 9.
b. Berths in ice environments shall be designed to resist loads imposed as a result of ice
build-up, in addition to other operating and environmental loads normally experienced by a
structure in open water conditions. Structural form shall be selected such that ice build-up
can be managed and its effects mitigated.
c. The design of structures in ice environments is specialised and shall be performed by
persons with appropriate experience.
Operations at a terminal in an ice environment are often supported by ice breaking
vessels. The impact of ice build-up as a result of ice breaking activities should be
considered in the design, as well as that of the build-up of ice as a result of
environmental conditions.
Structures are often supported by single large piles or caisson structures instead of
pile groups to reduce obstruction to ice flow through the structure. Similarly, long
spans for the berth topsides are often provided.
d. The form of construction for the berth should take into consideration its performance
requirements, site conditions, and availability of construction plant, materials, and labour.
The most common forms of construction used for berth structures follow:
 Piled
- Usually steel tubulars.
- Sometimes steel H-section or concrete piles.
 Jacket
- Steel structure braced and pinned to the seabed with piles.
- Used sometimes if pile penetrations are expected to be small.
 Gravity or caisson structures
- Usually concrete but may be steel.
- Often used on rock seabeds to avoid the cost of piling.
 Continuous quay
- Usually vertical wall or suspended deck construction.
- Commonly used for container, general, or bulk cargoes.
- Usually used for only small petroleum vessels.
Circular steel tubular piles are preferred for marine works because they present the
minimum surface area and are therefore easier to protect against corrosion. Steel
H-piles have a much larger surface area that provides an increased potential for
corrosion, particularly on horizontal members if inadequate drainage has been
provided.
Steel piles are:

Page 34 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 More tolerant to damage than concrete piles.

 Can be more easily repaired.
 Preferred for structures if there is a risk of impact damage, such as berthing
structures.
Pile caps and decks are usually of concrete to reduce sparking risk but may be steel
in some circumstances.
e. Hydrocarbon berths (see Figure 4) shall have:
1. A working platform (or working area) that supports product transfer equipment and
other safety and operating equipment.
2. Fendering designed specifically for the range of vessels to be operated at the berth
and preferably located on independent berthing/breasting dolphins to minimise the
risk of damage to the working platform.
Fendering systems may instead or also be located along the front of the working
platform to accommodate small vessels. The platform should be designed for the
resulting lateral forces.
For simplicity, the following text refers to “berthing points”. This description
should be interpreted as a strong point that is provided with fendering for the
purposes of berthing or against which a vessel lays while moored.
3. Mooring points designed specifically for the range of vessels to be operated at the
berth and often located on independent dolphins but sometimes also on the working
platform.
Some berths, usually intended for small vessels, may have mooring buoys instead of
mooring dolphins. These usually result in a larger range of movement of the moored
vessel that needs to be taken into consideration if assessing transfer arm envelopes.
4. A shore approach structure to carry piping, services, vehicle, and/or pedestrian access
except in the case of island berths, where subsea pipelines are employed and access is
usually by boat.
The shore approach is usually an open structure (i.e., supported by pile groups or
individual caissons). However, it may be constructed in part or in whole as a solid
structure (e.g., a causeway). In this case, the effects of the obstruction to the free
flow of water through it need to be carefully evaluated and mitigation provided (e.g.,
culverts or bridge spans) as necessary.
5. Emergency escape routes for personnel working on all parts of the berth structures.

Page 35 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 4 - Fixed berths definition sketch

Working Berthing / Breasting

Mooring points platform dolphins

Fendering
Fixed berths – definition sketch

f. Equipment and fittings and their arrangement on berth structures shall:

1. Be suitable for the full range of vessel sizes to visit the terminal and appropriate to the
type of cargo to be handled.
2. Comply with recognised published industry (e.g., OCIMF, SIGTTO) guidelines,
standards, and BPMS.

8.2 Berth type

8.2.1 General
Although smaller vessels are sometimes berthed against quay (i.e., continuous)
berths, most berths for petrochemical vessels are constructed as a number of
individual structures interconnected by access ways.
Primarily, this type of construction permits economy of construction, but it can offer
other advantages, such as:
 Improved security from the landward side.
 Improved safety distances from other (non oil/gas) operations.
 Improved gas dispersion in the event of a release.
There may also be disadvantages, and these need to be evaluated. Examples of
disadvantages are:
 Fewer options for emergency access/egress routes.
 Reduced opportunity for emergency support from shoreside. Berths need to be
more self contained and may need to be supported by marine craft (e.g.,
firefighting tugs).
 Spillages of liquid on water may require more resources for containment.
The three most common berth configurations are T-head berth (Figure 5 and
Figure 6), finger pier (Figure 7), and island berth (Figure 8).
Selection of the most appropriate configuration is influenced by economic and
operating issues, but a significant factor in both of these is minimisation of
environmental forces on the berthed vessel. These include:
 Current and wave forces: these usually act consistently from a limited number of
directions.

Page 36 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 Wind that can act from all sectors of the 360 degree arc but is often seasonally
predominant from a limited number of directions.

8.2.2 T-head
The berth is located at the seaward end of a trestle structure providing access to the
shore.
It is usually orientated approximately parallel to the shoreline and/or seabed
contours.

Figure 5 - T-head berth

Fixed berths – T-head

Figure 6 - T-head berth “L” configuration

Fixed berths – L-shape

Page 37 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 7 - Finger pier

Fixed berths – Finger pier

Figure 8 - Island berth

Fixed berths – Island berth

The T-head configuration is often used in one of the following:

 Enclosed harbours, where economics of construction is the governing criterion.
 River or estuarine environments, where current is often the dominant force to
which the berth needs to be aligned.
A variation to this arrangement is an “L” or elongated “T” shaped structure,
sometimes with berths on both front and rear faces of the working platform (also see
“finger pier”). Recognition needs to be made of the risk of impact with the trestle
structure if a vessel is berthing on an inside berth: Piping is usually located on the
opposite side of the trestle in order to minimise the consequences of such an event
and/or a protective structure (e.g., a physical barrier or shoal area) is provided.

8.2.3 Finger pier

The berth is located along or at the seaward end of a trestle structure that provides
access to shore.
The berth is orientated parallel to the trestle structure and usually aligned to
predominant environmental conditions.
This configuration is sometimes used in more exposed locations, where wave or
wind is the dominant force to which the berth needs to be aligned.

Page 38 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Finger piers often have berths on both sides of the trestle that provide economy of
structure with shared mooring dolphin and working platform structures.
In the U.S., this configuration is sometimes referred to as “slip” berth. It is often
used if the berth is dredged into shallow areas to the side of a main navigation
channel and where current forces are low.

8.2.4 Island berth

The berth is connected to the shore by submarine pipeline(s) only and is otherwise
similar in layout to a T-head or finger pier without the trestle.
a. Pipeline(s) should be routed to avoid passing through the berthing and manoeuvring areas.
b. Appropriate protection shall be provided to mitigate against damage from anchoring,
dredging, fishing, or other activities affecting the seabed around the pipeline.
This configuration is sometimes used:
 To reduce the cost of the trestle (usually only feasible for berths handling a
limited number of products).
 Where the trestle may form an obstruction to navigation.
 For environmental (e.g., visual impact) reasons.
A costly variant is to provide access by tunnel from the shore terminal. This
provides more reliable personnel access and the ability to run multiple pipelines
more easily.
Protection to the pipeline usually takes the form of burial to an appropriate depth,
sometimes combined with rock cover to provide additional security. Burial may be
to a depth of several metres where vessels could anchor.

8.3 Berth alignment

a. If possible, the berth should be orientated in alignment with the dominant environmental
forces on the moored vessel.
b. For example, in the absence of wave forces, the berthing line should be parallel to the line
of the current on flood and ebb tides or to the dominant wind direction, whichever
contributes the greater force on the vessel hull/superstructure.
1. If current is the predominant environmental force, typically in river and estuarial
berths, the berth should be aligned with the strongest currents.
2. If possible, a fixed berth should be located in an area where currents are
unidirectional and low to maximise the durations of windows for berthing and
unberthing.
Currents that are even a small angle off the longitudinal axis can create a
significant transverse force. Refer to OCIMF, “Prediction of Wind and Current
Loads on VLCCs”.
3. If waves are the predominant environmental force, the berth should be aligned with
the prevailing wave direction to reduce vessel motions at the berth.
4. If wind is the predominant environmental force, the berth should be aligned with the
prevailing wind direction or the direction of the strongest winds.
5. If wind is not the predominant environmental force, if possible, fixed berths should be
orientated such that the strongest winds push the vessel onto the berth.
Additional tug power may be required during the berthing (to control the vessel
speed) and unberthing manoeuvres (to pull the vessel off the berth).

Page 39 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

8.4 Berth layout and location

a. The berth shall be laid out and configured to provide a safe mooring and berthing facility
for the full range of vessels to be accommodated at the berth. It should be anticipated that
vessels larger than approximately nominal 16 000 DWt (18 000 DWT) are most likely
berth with the assistance of tugs and may moor with the assistance of mooring boats.
b. Adjacent berths shall be laid out such that adequate longitudinal and lateral separation is
available between them to permit safe vessel manoeuvring and transfer operations. This
shall take into consideration manifold offsets, which may be considerable in large liquid
gas carriers.
c. Manoeuvring studies and vapour dispersion and fire radiation studies should be performed
to assist in the determination of appropriate separation distances to avoid the escalation of
an incident at one berth onto adjacent berths.
d. These studies are usually performed in the select and define stages. The criteria in Table 3
may be used as preliminary guidelines for adjacent petrochemical berths in earlier stages.

Table 3 - Criteria for preliminary studies

Case Minimum distance

Spacing between adjacent berth centrelines 1,2 x the mean of the sum of the LOAs of the
longest vessel to use each berth
Minimum bow to stern clearance:
Absolute minimum for all vessels 30 m (100 ft)
Vessels > 50 000 DWt (nominal) 50 m (160 ft)
Vessels > 55 000 DWT (nominal)
Liquid gas carriers 100 m (330 ft)
Case Minimum lateral spacing
Spacing between adjacent (parallel) berthing lines The sum of:
(clear water spacing for manoeuvring, not the spacing 2 x beam of larger vessel
across a finger pier)
1 x beam of smaller vessel
150 m (500 ft)

Separation distances between petrochemical and nonpetrochemical berths are

usually larger and are determined using QRA techniques.
There appears to be little or no industry guidance on berth spacing (longitudinal or
lateral), and Table 3 is based on common practice and subjective assessment.
PIANC is currently preparing guidelines (see MarCom Working Group 55, “Safety
aspects of berthing operations of oil and gas tankers”) that should be available in
2009.
Notes on longitudinal spacing requirements:
 Spacing based on 1,2 x LOA has been used by the industry for several decades,
although its origin is unclear and is often applied to all types of shipping. It
provides a margin of 10% LOA at each end of the berth for berthing tolerance,
mooring line leads, and manifold offset.
 The 30 m (100 ft) bow to stern spacing is based loosely on UK HSE
requirements. See publication HSE HSG186. Paragraph 82 advises that “The
distances quoted in Table 1 are based on what is considered to be good practice
and have been widely accepted by industry”.
 Table 1 in HSE HSG186 requires that “Minimum separation distance between
cargo transfer facilities and… site boundaries and other ships - 30 m (100 ft)”.
 The 50 m (160 ft) bow to stern spacing for 50+k DWT vessels appears to be
arbitrary but has also been used for several decades. It provides an additional

Page 40 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

clearance of up to approximately 10 m (33 ft) over and above the 1,2 LOA
criterion.
 The 100 m (330 ft) spacing for gas carriers provides a safety distance between
manifolds of approximately 400 m (1 300 ft), taking into consideration the
extreme manifold offsets found in some LNG carriers.
Notes on lateral spacing requirements:
 The lateral spacing for gas carriers is probably dictated by gas cloud
considerations in the event of a release and would be similar to the longitudinal
spacing.
 The lateral spacing requirement for manoeuvring vessels onto one of two
parallel berths may be based on the following assumptions:
- Simultaneous berthing is not permitted.
- The use of tugs to berth.
• The length of the tug plus towline is approximately 100 m (300 ft).
• Tugs bring the berthing vessel to a position 50 m (160 ft) off the berth
before manoeuvring the vessel onto the berth.
 For example, two berths, A and B, are located respectively on the north and
south sides of a basin.
- They can accommodate vessels with beams respectively 50 m (160 ft) and
30 m (100 ft).
- Minimum distance between the berthing lines is calculated as follows:
Distance off berth A 50 m 160 ft
Beam of berthing vessel 50 m 160 ft
Tug and towline 100 m 330 ft
Beam of berthed vessel on B 30 m 100 ft
Minimum spacing for manoeuvring 230 m 750 ft

e. The berth shall be laid out such that the risk of damage to the berth structures and the
equipment on them is minimised during the berthing operation. For example:
1. The berthing line shall be set forward from the structure of the working platform such
that there is a clearance of at least 0,5 m (1,6 ft) between the berthing vessel and the
structure if the fenders (and dolphins, if flexible) are compressed at extreme
deflection.
2. The equipment on the working platform shall be set back to lie within the perimeter
of the structure if in a stowed or non-operational condition.
f. An analysis shall be performed to confirm that the berth is located such that the risks of
interaction from or collision with passing vessels are within acceptable limits. This may
take into consideration the effects of appropriate mitigating measures that may be put into
place.
A ship making passage through the water generates a wave that propagates around
it. This affects other vessels in its vicinity and causes them to heave, surge, and
sway. The extent of this motion is governed by the sizes of the vessels, the speed of
the moving ship, the depth of water, and the relative distance between the vessels.
The effects can be serious, ranging from broken mooring lines to complete ship
breakout from the berth and the pollution and safety consequences that may follow.
It is not possible to provide definitive guidelines on acceptable distances between a
berth and a navigation channel, because each case is different, and a proper
analysis using appropriate calculation techniques needs to be performed. However,
in the appraise stage, when there is usually limited information available, it may be

Page 41 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

reasonable to use as an initial estimate a figure of approximately 250 m (820 ft)

clearance between the berthing line and the closest side of the channel. Guidance
may be available from the port authority.
Mitigation measures to reduce the risk and/or consequences of ship interaction or
impact could include:
 The imposition of speed limits on ships passing the berth.
 Escort or guard vessels.
 Cessation of product transfer operations during periods of risk.
 Relocation of the berth or channel.

8.5 Berth configuration

a. The various elements of the berth shall be configured to provide a safe and secure facility
for berthing and mooring the full range of vessels to use it.
b. A typical mooring layout for petroleum vessels is illustrated in Figure 9, which shows the
disposition of the breast, spring, and head/stern lines.
Requirements on berth layout is provided in the OCIMF publication “Mooring
Equipment Guidelines” (MEG) and in national codes and standards. In the early
stages of a design (e.g., for preliminary design purposes in appraise stage), this is
usually sufficient to develop an adequate assessment of the number of mooring and
berthing points required. The detailed locations can be more precisely defined in the
select and define stages if more detailed information is available on the range of
vessels to be accommodated at the berth.
Guidance in MEG is briefly summarised for information as follows:
 Spacing of berthing points should be within the range 0,25 LOA to 0,4 LOA.
 The horizontal lead of all breast lines should not be greater than ±15 degrees to
the perpendicular from the vessel longitudinal centreline.
 The horizontal lead of all spring lines should not be greater than ±10 degrees to
the vessel longitudinal centreline.
 The vertical lead of all mooring lines should not be greater than ±25 degrees to
the horizontal.
c. The number and disposition of mooring points and berthing points shall take into
consideration the size distribution and characteristics of vessels to be accommodated and
their respective manifold locations.
The centreline of the berth is usually taken as the centreline of the transfer
arms/hoses, but sometimes it can be the centre point between the berthing points.
For each vessel however, the relevant centreline corresponds to the centreline of the
vessel manifold (which may be offset from the longitudinal midpoint) and the
centreline of the transfer arm(s) or hose manifold serving it.
It may be found, therefore, that the centreline of the berthing and/or mooring points
is offset from the centreline of the transfer arm manifold. This is particularly the
case for LNGCs and barges, for which it may also be necessary to provide different
numbers of dolphins on each side of the manifold.

Page 42 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 9 - Mooring layout

Spring line Spring line

Breast line Breast line

Stern Head
line line

Fixed berths – Mooring layout

d. Berthing points shall be provided in sufficient numbers and at appropriate locations such
that vessels using the berth shall at all times contact the face of the associated fenders and
panel (if provided) within the parallel midbody length (PBL or PMB). In all cases, the
vessel manifold should be assumed to be aligned with the shore manifold, centreline to
centreline.
For design purposes, it is assumed that vessels berth on one pair of berthing points.
One or two pairs of points are usually provided, but additional points may
sometimes be required to accommodate variations in manifold centres.
To avoid over compression, the fender line of the inner fenders is sometimes set
back relative to the line of the outer fenders.
Both BS 6349-4 and MEG provide general guidelines for berthing point spacing. In
both publications, the current (2009) maximum recommended spacing is 40% of the
ships LOA. This relates, approximately, to the length of the parallel mid-body of
most single-hulled tankers.
With the advent of SBT and double hulled oil tankers (as a result of IMO
requirements), oil tankers now tend to have finer lines (i.e., they are more
streamlined) at the bow and stern. This has tended to reduce the length of the
parallel midbody and make its distribution more asymmetric around the ship
centreline. Consequently, it is found that the “40%” rule may be too coarse,
especially if considering ships in ballast condition.
Liquefied gas ships, especially LNGCs, usually have finer lines than oil tankers
(because of their higher service speeds) and require particular attention. LNGCs,
particularly those with spherical containment systems, may have considerable
manifold offsets. This means that the centre of the parallel midbody relative to the
manifold can be significantly skewed.
e. Minimum spacing of any pair of berthing points shall be not less than 25% of the LOA of
the vessel using them, except if these are located on continuous berth structures, where this
requirement may be waived.
The rationale for this minimum spacing is less definitive. It is related to the balance
of the mooring system (reduced spacing leads to higher mooring line loads fore and
aft) and the required energy capacity of the fenders (reduced spacing mean a lower
rotational energy element and a higher energy to be absorbed by the fender [i.e., a
higher coefficient of eccentricity]).
The following references apply:

Page 43 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 MEG recommends a minimum spacing of 25% LOA.

 BS 6349-4 used to recommend 25% but now recommends 30% LOA for berths
with independent dolphins.
 BS 6349-4 recommends a maximum 15% LOA spacing for fenders on continuous
(quay) berths.
f. The layout of the mooring points (e.g., mooring and breasting dolphins) shall comply with
the recommendations of the OCIMF publication, MEG. Some compromise in mooring
layout may be acceptable for vessels that are not expected to be frequent users of the berth,
subject to a proper assessment and mitigation of associated risks.
g. To determine the optimum layout of the mooring points, a mooring study shall be
performed.
h. For large vessels (i.e., larger than approximately nominal 16 000 DWt [18 000 DWT]), a
mooring study should be conducted using an appropriate software package. The layout
shall:
1. Take into consideration the full range of vessels to use the berth.
2. If appropriate, make provision for future vessels (e.g., larger, smaller, and/or new
design) that may be operated at some future time.
Software packages, such as “Optimoor”, are sophisticated tools to calculate
mooring line forces under various environmental conditions. Input data
requirements include the geometry of the berth (e.g., plan positions and elevations
of the mooring points) and mooring line positions (plan and elevation) on the vessel.
The latter often requires specialist knowledge that may not be available during the
appraise stage, when the use of less sophisticated methods may be more
appropriate.

8.6 Berth structures

8.6.1 General
a. Berth structures shall be designed in accordance with appropriate national and international
standards, taking into consideration static and dynamic loads. Dynamic loads shall include:
1. Berthing and environmental loadings.
2. Seismic loading as appropriate for the region and criticality of the structure.
As a general rule, if the structures are carrying hydrocarbons (e.g., in piping), the
structure should be given a “high criticality” rating. An alternative definition of a
critical structure could be one if major repair or replacement would shut down the
associated facility for at least three months.
In the context of seismic design, the structure should be designed to experience
minimal damage during a ductile level event. This would be described as a nearly
elastic response, and the original strength and stiffness would be substantially
retained. Only minor cracking/yielding of structural elements would occur, and
repair could be easily accomplished at the convenience of the operator and without
significant downtime.
b. Structures forming the berth typically include the following principal elements:
1. Working platform.
2. Access from shore (except island berths).
3. Mooring dolphins.
4. Berthing dolphins.

Page 44 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

5. Walkways.
c. Additional elements may be incorporated into the design (e.g., a firewater pump platform),
provided that they do not affect the primary function of the berth.
d. If required, structural elements shall be protected from the effects of extreme temperatures
by appropriate insulation or other measures.
Guidance on fire protection is provided in GP 24-10 and GP 52-20.
Fire protection is not usually required for the substructure where there is water flow
through the structure, on the basis that fuel is normally transported away. However
protection may be required for berths in areas of little or no current, such as in
locked areas, or where burning fuel could be trapped beneath the structure.
Protection of steel elements of the substructure against the effects of cryogenic
liquids may be required on LNG berths. This should be considered if LNG spillage
is discharged directly to sea from the working platform. If required, the provision of
concrete coating to steelwork is usually found to be adequate.
Hydrocarbon inventories above deck level are usually small; the most significant
hazard is usually flow from the transfer arms/hoses. Structural elements requiring
fire protection are primarily piping and platform suppports, where passive systems
are usually provided.
Active fire protection is available from elevated monitors and fixed systems, but
these are intended primarily for equipment (e.g., transfer arms, hydraulic lines) and
personnel protection.
e. Equipment and cabling shall be located at or above the deck level of the berth structures or
in a contained space within the structure (e.g., pump in a drain sump, cabling in a duct).
f. If possible, piping shall be installed above deck level. If this is not feasible, provisions for
safe and efficient maintenance and inspection of pipework and any associated fittings shall
be made.
g. Deck elevations shall be high enough to prevent inundation by water or waves in the
design condition. An air gap of at least 1,0 m (3,3 ft) should be provided between the
lowest part of the deck structure (or any piping if installed below this level) and the crest of
the design wave.
The air gap is provided to ensure that waves do not affect the structure and impose
dynamic loading. The 1,0 m (3,3 ft) air gap is somewhat arbitrary and provides a
margin for error in calculating the maximum wave height at the berth location.
If the berth is located in an exposed area, guidance on wave loadings can be found
in “Piers, Jetties and Related Structures Exposed to Waves: Guidelines for
Hydraulic Loadings” - McConnell, Allsop, and Cruickshank.

8.6.2 Working platform

a. Layout and dimensions of the platform shall provide sufficient area to satisfy the operating
requirements of the berth.
The elevation of the main deck of the working platform is approximately the same
elevation as the main access from shore. Elevated working platforms may also be
provided, usually at about the same level as the vessel manifold, particularly at LNG
berths that have high vessel freeboards, which vary little during the transfer
operation.
Unless structural or containment requirements predominate, elevated platforms are
commonly formed of open grating.

Page 45 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

b. Provision shall be made for:

1. Installation, operation, and maintenance of transfer equipment, manifolds, safety
equipment, and other facilities required for the transfer of the specified products.
The size of the platform is usually dictated by the number of transfer arms/hoses
required and associated manifolds. For berths handling multiple products (e.g.,
refinery berths), some provision is commonly made for additional future products
and should be incorporated into the platform design. For single product berths, this
is usually less of an issue. However, changes in vessel size and transfer rates may be
planned or the addition of other products, such as vapour recovery, may be needed.
2. Primary and secondary routes for safe access and egress of personnel.
3. Laydown and vehicle turning/parking areas, if required.
Although these areas may be located on the working platform, they are more
commonly located adjacent to the roadway at the rear of the platform or adjacent to
the JCO if this is located on the approach trestle. This usually ensures that the area
is outside electrical hazardous areas.
4. Space for crane operations (if appropriate), including room for manoeuvring and the
crane outriggers.
5. Collection and containment of spilled product and/or contaminated water. In the case
of liquefied gases, the collection point may be located off the platform.
6. If transfer arms are installed, a minimum distance of 3 m (10 ft) from the cope face of
the platform to the centre line of the transfer arm bases. This area is intended for
access for the maintenance of the arms from the platform.
Transfer arms are usually supported independently off the deck of the working
platform, but the working area may be provided by an elevated platform at
(approximately) ship manifold level.
7. Mooring equipment, if provided.
8. Sufficient area for any planned future facilities.
c. A clear area on the deck shall be provided to land vessel access gangways:
1. Located on the side of the manifold closest to the vessel accommodation (usually the
after side).
2. Positioned such that it provides the most direct access to the main escape route from
the working platform.
3. If a permanent access gangway is provided the requirement for the landing area may
be waived.
d. A second clear area to land vessel access gangways should also be provided:
1. Located on the side of the manifold furthest from the vessel accommodation (usually
the forward side).
2. Positioned such that it provides direct access to the secondary escape route from the
working platform.
e. Areas in c. and d. shall be large enough to accommodate movement of the gangway with
tidal and draught changes. Each area should be at least 5 m (16,4 ft) in length measured
parallel to the berthing line.
f. For large vessels (i.e., larger than approximately nominal 16 000 DWt [18 000 DWT]) or if
there is insufficient deck area, a permanent access gangway shall be installed on the
platform in accordance with the ISGOTT published by OCIMF.

Page 46 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Refer to GIS 38-301 for requirements on tanker access towers.

g. If possible, the platform should be structurally independent of the berthing and mooring
points.
h. In certain circumstances, it may be acceptable to integrate berthing and/or mooring
structures with the platform structure. The structural design of the platform shall take into
consideration horizontal and vertical loadings transmitted through integrated berthing and
mooring points.
Integrating berthing points into the working platform is not desirable because of the
risk of a heavy berthing causing damage to the platform and the equipment installed
on it, possibly leading to product spillage. Damage to a berthing dolphin, while it
may still result in some operational downtime, is less likely to result in damage to
the transfer equipment.
However, if the berth is designed to accommodate a wide range of vessel sizes,
including small vessels, it may not be possible to locate the berthing dolphins close
enough together for the smallest vessels. In this case, there may be no alternative to
installing fenders on the working platform.
Similarly, spring line mooring points may have to be installed on the platform if the
lead to a breasting dolphin is too short. In this case, the consequences of line
breakage leading to equipment damage and operator injury need to be carefully
considered.
i. Fendering may be installed on the front face of the platform or on piled structures that are
in contact with the front face. If independent dolphins are provided in addition, a detailed
analysis of the performance of the respective fender systems shall be performed to confirm
compatibility.
It may be necessary to set back the fender line of these fenders to avoid over-
compression of the fenders (and therefore excessive loads on the platform) if the
fenders on any independent dolphins are fully compressed. Similarly, the geometry
of the fender arrangements should be checked to ensure that outer fenders do not
foul the hull of a vessel lying on the platform fenders.
j. If required, mooring points (e.g., mooring hooks for spring lines or bollards for small
vessels) shall be installed on the working platform as follows:
1. Mooring hooks shall not be located in front of the transfer equipment.
2. Bollards should be located along the front face of the platform and may be located in
front of the transfer equipment.
3. Appropriate measures shall be taken to avoid potential for snagging mooring lines
either through layout considerations or physical prevention.
Siting mooring hooks in front of the transfer equipment is not acceptable for several
reasons:
 Risk of damage to equipment in the event of line failure.
 Need for an area to maintain transfer arms.
Ideally, bollards should not be located in front of the arms either. However, it may
be necessary in order to achieve acceptable mooring arrangements for the small
vessels they serve.
k. All mooring points shall be marked with the appropriate SWL.

Page 47 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

8.6.3 Access
a. The main point of access for personnel and vehicular traffic from the shore terminal onto
the platform:
1. Should be located on the shoreward side of the working platform.
2. Shall take the form of a fixed structure or, in the case of an island berth, a boat
landing stage.
For most berths, the main point of access is at the rear of the working platform. For
finger piers, it may be at one end. The basic principles to be observed are that there
should be a clear and uncluttered route from the working (manifold) area,
preferably with direct access to the vessel gangway.
b. The working platform shall have a means of access from small boats or from the water, if
security considerations permit, as follows:
1. Ladders shall:
a) Be provided along the front face of the platform at approximately 30 m (100 ft)
centres.
b) Extend from the deck level down to a level of 1 m (3,2 ft) below chart datum.
c) Be protected by timber and/or rubber fendering and be located at the rear and/or
sides of the platform for access by small craft.
2. Safety chains shall be provided below deck level to support personnel in the water.
These shall extend the length of the face of the platform and be suspended from and
supported by the platform structure.
Ladders along the front of the platform are required for emergency access from the
water, and grab chains should be located between them. The chains are intended to
provide support for personnel while they work their way to a ladder.
c. If security considerations preclude the requirements in b., alternative arrangements shall be
put into place for the prompt rescue of personnel from the water.

8.6.4 Escape routes

a. A minimum of two prominently marked independent escape routes from the working
platform and from the berthed vessel shall:
1. Be provided for personnel in the event of an emergency.
2. Provide a secure route for personnel to reach a place of safety from any point on the
berth structures or berthed vessel.
b. If possible, personnel safety shall be provided primarily by the physical location of the
escape route relative to the anticipated hazards. If necessary, protection shall also be
provided by physical shielding or the application of water deluge/sprays.
c. A risk assessment shall be performed to confirm the adequacy of emergency escape
provision.
Scenarios that need to be considered in providing escape routes are usually centred
around incidents at the transfer arms manifold or the vessel manifold areas.
Consideration needs to be given to the evacuation of personnel located anywhere on
any of the berth structures or on the berthed vessel, bearing in mind that there may
be casualties and/or stretcher cases.
d. The principal escape route for operating and ship personnel shall be via the main access
onto the platform. This is the trestle in the case of a jetty berth or the boat landing in the
case of an island berth.

Page 48 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

e. Secondary escape routes from the working platform depend on berth type and
configuration.
f. It is commonly acceptable to provide a secondary escape route to shore via an appropriate
mooring dolphin(s) and then by a positive and reliable means of evacuation from it (e.g.,
by walkway). A route shall not require personnel to negotiate a vertical ladder (e.g., from
the deck of the berth structure properly designed stairways shall be provided). If
evacuation is by water, a boat landing platform shall be provided.
Finger piers and some barge berths represent particular problems in providing
secondary escape routes. Acceptable solutions may (subject to risk assessment)
include:
 On finger piers, a protected route beneath the opposing platform.
 On parallel barge berths, from the outer berth a route along the berthing beam
to a crossover to the inner berthing beam and then to shore.
g. At least one permanently installed lifeboat shall be installed on island berths to provide the
secondary escape route. This may be also considered for the secondary escape routes from
jetties with long trestles or from the outer end of finger piers.
If the provision of a lifeboat is not feasible and evacuation has to be by water, a
standby rescue boat needs to be available at immediate notice for the period that
personnel are on the berth. Details of the rescue boat (e.g., response time and
capacity [bearing in mind that it may have to accommodate a ship crew and visitors,
as well as terminal operating staff]) has to be agreed upon with the berth operator
and appropriately incorporated in the berth operating procedures.
Note that life rafts are not a suitable substitute for a life boat because they have no
means of propulsion to move them away from the hazardous area.
h. Vessel lifeboats may sometimes be acceptable as a secondary escape route from the
berthed vessel, however alternative secondary escape routes shall be adopted if possible.
Utilising lifeboats as a secondary means of escape usually means that both the
principal and secondary escape routes are aft of the vessel manifold. Personnel
located forward of the manifold may not therefore be able to access either.
i. The lifeboat shall not be considered an acceptable means of escape in vessels equipped
with a single stern launch lifeboat, the deployment of which may be compromised by the
stern mooring lines.
j. If possible access to the berth structures shall be provided from a point forward of the
vessel manifold (e.g., an area on the working platform for a second gangway from the
vessel).

8.6.5 Containment and drainage

a. Kerbing
1. Continuous perimeter kerbing shall be provided around the platform and should be at
least 150 mm (6 in) in height and made of concrete.
2. In locations in front of mooring points and where the lead of the mooring lines
crosses the perimeter of the deck, the perimeter kerbing shall be formed from material
that does not abrade mooring lines (e.g., rounded off timber rubbing strips).
Kerbing serves a number of functions as follows:
 Provides a physical indication of the perimeter of the platform if handrailing is
not installed.
 Can provide a base for handrailing and lighting posts.

Page 49 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 May serve as containment for spillage on the deck. Therefore, gaps need to be
eliminated around ladders, walkways, and roadways leading onto the platform
by steps or ramps.
 May form all or part of the primary containment bund for spillage on the deck
(see b.).
 Timber strip is designed to avoid abrasion of the mooring line or its eye as it
crosses the perimeter of the platform.
b. A continuous bunded area shall be provided to form a containment area around the transfer
arms or hoses, sample points, manifolds, and any other points from which product could
flow or leak to the environment.
c. The deck within the bunded area shall be sloped to a dedicated catch basin or tank that
shall be sized to accommodate liquids from the containment area.
d. Products that are liquid at ambient temperatures shall be drained to a slops tank usually
located below the deck of the working platform. A reliable method to indicate the level of
liquid in the tank, including a high level alarm, shall be provided.
e. Provision shall be made to empty the tank for disposal to appropriate treatment facilities.
In most cases, a pump is permanently installed in the slops tank to pump back into a
suitable collection/treatment facility onshore. This should be automatically activated
if the tank is not more than 50% full. An alternative is to pump out the tank
periodically through the use of a vacuum tanker, which then transports the liquids to
shore for treatment. In the latter case, a larger tank volume is usually provided to
allow for operational factors.
f. Drainage of liquefied gases
More detailed guidance can be found in codes such as EN 1473, NFPA 59A, and
NFPA 59.
1. Liquefied gases shall be drained away from the transfer equipment, manifolding, and
other working areas to a safe location, usually a holding basin.
2. A quantified risk analysis shall be performed to confirm the nature and location of the
safe location.
3. Drainage shall be by gravity.
4. Adequate falls shall be provided to ensure that product is drained quickly away from
the working area, with no ponding.
The purpose of the holding basin is to contain the spillage and control the rate of
boil off to limit the size and extent of the ensuing vapour cloud. Permitting the
spillage to discharge onto water, for example, would result in rapid evaporation and
a relatively large vapour cloud.
It is likely that much of the product will have boiled off before reaching a basin,
especially if it is located off the platform. This needs to be taken into consideration
when locating the basin. There may be benefits in providing insulation to reduce
boil off and/or to protect berth structures from cryogenic temperatures.
In the case of LNG, the holding basin is usually located off the working platform,
either as an integral part of one of the mooring dolphin structures or more usually,
as an independent structure. This ensures that vaporising LNG (which is lighter
than air) does not form a gas cloud in and around the transfer facilities as it rises.
In the case of LPG, the holding basin is usually closer to the spill source (e.g., on
the platform itself). Vaporised LPG is heavier than air, and the risk of an enveloping
gas cloud is lower.

Page 50 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Foam pourers are usually located around the holding basin to control the rate of
vaporisation of the liquefied gas. However, no permanent facilities are usually
provided to pump it away to a disposal area.
Drainage of water from the basin is a key consideration. Free drainage is preferred,
with a means to close off the drain if liquefied gas is introduced into the basin. A
roof may be provided to minimise the volume of water from entering the basin.
g. In certain circumstances, liquefied gases may be drained directly to the marine
environment. Drainage should be away from the berthed vessel and preferably to the rear
of the platform. The consequences of this on the integrity of the berth structures shall be
fully evaluated.
Draining liquefied gases directly to the environment may be acceptable only where
there are no adjacent operations or ignition hazards (e.g., a berth remote from the
shore installations and in a controlled area for handling liquefied gases).
Drainage direct to the sea ensures rapid vaporisation and results in a large gas
cloud. As a result, the safety implications of drainage direct to the sea needs to be
carefully and fully evaluated. In addition, it may be necessary to protect the berth
structure(s) from the effects of cryogenic temperatures.
h. Platform surfaces that are not drained to a contained area may be drained direct into the sea
through drainage points. Only clean rainwater (and in some cases liquefied gases as in g.)
shall be allowed to be discharged directly into the sea. The deck shall be laid to falls,
typically at 1:60, and surfaces shall not be so smooth as to constitute a danger in icy
weather.
Unless the containment area and catch basin are covered or enclosed, precipitation
is inevitably collected, and the volume of the catch basin should be sufficient to
contain both this and the spilled product. The appropriate volume can be
determined from a statistical assessment of precipitation intensities, taking into
account the probability that the sump pump activates (typically) if the sump is 50%
full. A common basis for assessing the volume of rainwater is the volume resulting
from 1 hr of rainfall at the design rate.
The appropriate volume of product spillage is usually determined from regulatory
requirements and/or from risk analysis techniques. The volume required by some
regulations is 10 min at the full design flow, which is considerable. A risk based
approach (taking into consideration all salient factors) is often more favourable
than such a prescriptive approach.

8.6.6 Jetty control office (JCO)

There are a variety of other terms used for this structure, such as JCR and LCR. The
term JCO is used here to highlight that the building is associated with the control of
jetty (or other types of fixed berth) operations, but that it is not a control room in the
sense that it controls the transfer operations as a whole.
a. A JCO shall be provided in the vicinity of or on the working platform for the purposes of
supervision, monitoring, and control of berth operations.
b. The JCO shall have a direct line of communication with the terminal main control room.
There shall be both primary and secondary means of communication with vessels at their
berths.
The purpose of the JCO is to accommodate operations personnel who are present to
monitor transfer operations. The responsibility for and control of the transfer
operation from the onshore side (i.e., the process of selecting tanks for
discharge/receipt, opening valves, starting/stopping pumps) normally lies with the
operators in the main control room within the onshore terminal area. Operators in

Page 51 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

the JCO are responsible only for the monitoring of the operation, with the ability to
stop it if an emergency occurs, and local control of the transfer arms and safety
equipment, such as water monitors.
Jetty manning is commonly a minimum of one person during the “steady state”
condition when transfer is taking place at a constant rate and two or more during
ramp up and ramp down (start up and topping off). Other operations personnel may
be present to (dis)connect transfer arms.
The justification for manning during the steady state period is sometimes challenged
on the grounds of personnel cost. The merits and demerits should be assessed for
each individual case and a risk assessment conducted to determine the number of
operators required. The assessment should take into account a variety of factors,
which may include the following:
 Type of operation and the number and size of vessels using the berth.
 Time to mobilise personnel to respond to an emergency at the jetty head. This
depends on the distance of the jetty from the onshore facilities and its design
(i.e., whether there is vehicle access, personnel access only, or no shore access
[island berth]).
 There should always be at least one ship personnel present at the ship manifold,
who can respond promptly to an emergency and raise the alarm.
 The provision of monitoring equipment (e.g., alarms to indicate slops tank level,
smoke/heat/gas detector, movement of the vessel manifold outside the transfer
arm operating envelope).
 The provision of remotely operated control/isolation valves.
 The suitability of CCTV systems. These are well developed and can be used to
monitor operations remotely (e.g., from the main control room onshore).
 Experienced personnel on location during the transfer period may be able to
correct an adverse situation before it develops into a major incident.
Further guidance can be found in the clause in BPMS relating to manning levels.
c. Location of the JCO
1. Preferably, the JCO should be located within 50 m (160 ft) of the rear of the working
platform.
2. The JCO shall be located adjacent to the main access onto the platform.
3. If the platform is less than approximately 100 m (330 ft) from the shoreline, it may be
acceptable to locate the JCO at the jetty root.
d. The JCO should:
1. Provide a full view of the berth and marine operations, especially the manifold area.
2. Have windows in order to achieve the full view, subject to safety considerations.
e. JCO windows shall be designed to be resistant to blast overpressures as appropriate. The
building itself should be designed to an appropriate level of blast resistance.
The purpose of the windows is to enable personnel in the JCO to see activities on the
berth and the primary area of interest, the ship manifold area. A clear line of sight is
therefore required for this purpose and consideration needs to be taken of the
obstruction to vision caused by the transfer arms, access tower, piping, etc., as well
as the height of the deck of the ship. If this clear line of site cannot be achieved, the
justification for windows is greatly reduced.
If no windows are provided (e.g., in the case of high over pressures), observation of
the manifold area can be performed remotely, usually by CCTV. If the blast study

Page 52 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

indicates that the JCO should be blast resistant, it would be prudent to reconsider
the location of the JCO on the grounds of personnel safety and cost.
f. The JCO shall have an office:
1. Where control and monitoring facilities are located.
2. With toilet and washroom facilities, if appropriate.
3. With two means of exit in an emergency.
g. Electrical switchgear/transformers may be accommodated within the same building as the
JCO, subject to layout constraints and safety considerations.
h. JCOs located on the working platform or in any other Zone 1 hazardous area shall have
internal pressurisation if electrical equipment does not meet the zone requirements.
On island berths, where the JCO has to be located on the platform (and the building
then usually accommodates the berth switchgear and other utilities and services), it
is common to site it at the front of the berth to provide good visibility. In this case, it
is usually elevated such that the ship manifold area can be clearly visible. The
switchgear is then located under the operator office.
It is not uncommon for berths that accommodate LNGCs, which have high
freeboards both in the laden and ballast condition, to have an elevated JCO to
provide good visibility over the manifold area.

8.6.7 Access from shore

a. Provision shall be made for:
1. Personnel to safely access the working platform from shore.
2. Piping and services to link the platform to onshore facilities.
b. Personnel access may be via a fixed structure (e.g., a trestle), by tunnel, or by sea (i.e.,
boat), depending on the location, environmental considerations, and operating
requirements of the terminal.
c. Location and designation of access routes onto the berth shall comply with terminal
security requirements. The principal access route is usually the trestle for a jetty berth or
the boat landing for an island berth.
d. Access by air (i.e., helicopter) may be considered but is not usually feasible because of
safety considerations and lack of space on the platform. This GP does not cover these
circumstances, and reference should be made to specialist publications for requirements.

8.6.8 Shore approachway

a. The approach structure (trestle) shall be designed to carry the following services:
1. Protected pipe track(s) designed to support piping associated with transfer operations,
including services and utilities piping. Expansion loops shall be provided as necessary
to accommodate piping contraction/expansion.
2. Instrument, control, and electrical cable trays and/or ducts.
3. Pedestrian access walkway that shall be at least 2 m (6,5 ft) wide.
4. Lighting to permit 24 hr operation.
b. If provided, fire water and foam lines should also be laid along the pipe track. Hydrants
should be provided at regular intervals, as well as water sprays for personnel protection, if
required.

Page 53 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

The pipe track (or sometimes “pipe rack”) should be wide enough to accommodate
the piping it is required to carry with appropriate allowance made for insulation,
spacing for inspection and maintenance, and future piping and services. For single
product berths, future piping requirements may be limited to an increase in pipe
diameter at most, and the allowance for future requirements may be minimal or
nothing. However, refinery and products berths, where a wide range of products is
handled, may require a significant number of additional or replacement lines during
the course of operational life. In these cases, an allowance of at least an additional
50% width is recommended.
It may be desirable to provide a permanent working deck along the length of the
pipe track and spanning its full width. This avoids the need for scaffolding for
inspection and maintenance purposes and could provide secondary containment in
the case of a release from the piping. However, a permanent working deck is rarely
provided because:
 Of increased weight and cost of the structure.
 The use of all welded piping greatly reduces the justification for secondary
containment.
Cable trays are usually located on either side of the walkway and may be suspended
from the handrailing. Ducts may be located under the walkway.
c. The approach structure may be designed, as required, to provide road access for vehicular
traffic, usually emergency or light maintenance vehicles.
The roadway, if provided, should be designed for light vehicles up to the size of an
ambulance or fire tender. Some operators require the use of a small crane at the
jetty for maintenance purposes, and this is usually limited to approximately a 15 te
(16,5 T) capacity vehicle. If the trestle roadway is designed for a crane, it is
important that adequate area/space is provided elsewhere on the berth structures to
erect and operate it.
d. If provided, the roadway shall have a minimum width of 3,5 m (11,4 ft) between kerbs,
and the footway width may be reduced to a minimum of 0,9 m (3 ft).
e. The footway should be located between the roadway and the pipe track.
f. Kerbing and crash barriers shall be provided throughout on both sides of the roadway.
g. Turning points and parking areas shall be provided at each end of the roadway and at other
appropriate locations (e.g., adjacent to the JCO to allow vehicles that service the facilities
to access in both directions).
h. Single lane roadways shall have passing places at approximately 150 m (500 ft) intervals
where the road width shall be increased to a minimum of 5,0 m (16,4 ft).
i. If no vehicular access is provided, the safety and emergency response facilities on the
working platform shall be designed as a self contained unit, similar to an island berth.
Provision shall be made in the design of the berth for the safe evacuation of personnel,
including casualties, in an emergency.
If no roadway is provided, it may still be possible to access the jetty head by vehicle
along the walkway. Electric buggies, which can also tow a small trailer for light
equipment, are employed at some sites for this purpose. It is important to ensure that
the walkway is wide enough and strong enough for the proposed vehicles. If bicycles
are used for access, a (covered) bicycle rack to stow them should be provided at
each end of the walkway.

8.6.9 Landing stage

a. A landing stage may be provided on one of the berth structures as:

Page 54 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

1. Primary means of access (e.g., on to an island berth).

2. Secondary means of access (e.g., an emergency escape route on a long jetty).
3. Tertiary means of access (e.g., for operational convenience).
b. Landing stage may be a fixed structure or a floating structure.
c. Lighting to permit 24 hr working and a life ring or buoy shall be provided at the rear of the
landing platform.
d. A landing stage, if provided, shall permit access onto and off the structure at any state of
tide. If it forms the primary or secondary means of access to the berth, stairway access
shall be provided, with landings at regular intervals. Tertiary access points should also
have stairways.
Stairways, rather than ladders, are required for safety reasons and need to be
configured to enable the evacuation of casualties, either walking or on stretchers.
Ramps are an acceptable alternative to stairways and are essential if disabled
access is required. However, space required for ramps is considerable. Practical
considerations usually favour stairways.
e. Fixed landing stages shall be supported off the working platform or other fixed structure
and should be constructed of fabricated steelwork. Platforms and associated walkways and
stairways shall be formed from open grid flooring, which shall be designed for personnel
and light cargo loads.
Open grid flooring permits a free flow of water through it as water levels change
due to tidal movement and/or wave action.
Cargo light enough to be man handled may be brought to the platform by boat.
Heavier cargo should be lifted up onto the working platform by means of a crane or
davit.
f. The landing stage shall be protected with timber or rubber fendering that is appropriate for
range of vessels using it. Mooring points shall be provided at appropriate locations on the
landing stage to secure visiting boats at all states of tide, either on a short term or long term
basis.
Mooring points should be bollards or bitts such that boats can moor and cast off
quickly and without assistance from the platform. Mooring rings are acceptable for
small boats and may be provided in addition to bollards.
g. Floating landing stages perform the same function as fixed landing stages and shall be a
compartmented pontoon structure. The landing stage shall be:
1. Free to move vertically to accommodate the full range of water levels experienced at
the berth.
2. Constrained from lateral movement by piles or guides secured to the working
platform.
Vertical movements include the full range of tidal movements plus any surge,
positive or negative. Berths in a fluvial environment may also have to accommodate
seasonal water levels (e.g., due to flood).
h. Stairways that serve all types of landing stages shall be supported off the working platform
or other fixed structure and should be constructed of fabricated steelwork. Platforms and
walkways shall be formed from open grid flooring that shall be designed for personnel and
light cargo loads.
i. If required, a stores berth shall be provided at the rear of the working platform and located
behind the tanker access tower. This may be in addition to or incorporated into the landing
stage.

Page 55 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

j. The stores berth shall:

1. Provide a secure mooring for a small launch while stores are lifted by using the stores
crane.
2. Have a timber or rubber fender frontage.
3. Have mooring points for securing the launch at all states of tide.
A stores berth is usually required only for island berths and is used to deliver light
stores or equipment, typically up to approximately 1 te (1,1 T) in weight. It is not
recommended for open sea berths or in locations where wave action is significant
and transfer operations could be hazardous.
k. Lighting and a life ring or buoy shall be provided at the rear of the stores berth.

8.6.10 Mooring dolphins

a. In the context of this document, a mooring dolphin is defined as an independent, fixed
structure supporting equipment to which a vessel’s breast and head/stern mooring lines are
secured.
b. Mooring equipment may also be located on other structures if the structural form is
different (e.g., a continuous quay structure or onshore, where mooring points are set back
from the quayside). In these cases, care should be taken to ensure that the leads of the
mooring lines are clear of obstructions and do not cross access routes.
c. Although this clause uses the term “dolphin” throughout, if appropriate, the requirements
shall also apply to alternative designs of mooring points.
Requirements for the installed mooring equipment are common to both mooring
dolphins and mooring points. However, because mooring points are not usually
located over water, they often do not require the personnel protection features
provided on a dolphin, such as handrailing or ladders. The need for such features
should be established through risk analysis.
d. Mooring dolphins shall have adequate mooring equipment to receive mooring lines from
the range of moored vessels for which the berth is designed. QRH with capstans should be
provided for large vessels (greater than nominal 16 000 DWt [18 000 DWT]) and shall be
provided for vessels greater than nominal 40 000 DWt [44 000 DWT]. Bollards may be
used for barges and small vessels (smaller than approximately nominal 16 000 DWt
[18 000 DWT]).
QRH and capstans are provided to facilitate the manual handling of large mooring
ropes and thereby reduce risk of injury to personnel. They are also provided to
permit the quick and safe release of mooring lines of large ships in an emergency.
QRH should always be provided if wire mooring ropes are to be handled because of
the weight of the mooring line. Most vessels larger than approximately 40 000 DWt
(44 000 DWT) have wire mooring lines. However, smaller sized vessels also carry
wire lines.
Bollards are adequate for terminals if only fibre ropes are to be handled because
these are lighter and more flexible. Some terminals provide independent capstans
for line handling to bollards, especially if long or heavy lines have to be deployed.
e. The design mooring force for mooring dolphins shall be based on the load acting on the
moored vessel under design environmental conditions. The calculated environmental
design load shall be appropriately distributed between the dolphins to determine the design
mooring force for each dolphin.
Refer also to 8.7.1.

Page 56 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

f. The number and capacity of the hooks/bollards shall be determined from a mooring
analysis and provisions made on the following basis:
1. One line only shall be secured to each hook/bollard. Securing multiple lines to a
single hook or bollard is unsafe and bad practice.
2. The rated working load of each hook or bollard shall be not less than the MBL of the
attached mooring line.
Although not recommended, it is common practice in many places to secure more
than one line to a hook or bollard. It is especially prevalent on bollards that may
have two, three, or even more lines attached. If it is known that such practices will
take place, the design load for each bollard/hook should take this into account by
using one of the following:
 Assessing the required load capacity as a multiple of the respective line MBL.
 Providing increased safety factors to ensure that the first point of failure in the
mooring system is the mooring lines and not the bollard/hook and its fixings.
g. If QRH units are installed, hooks shall be orientated to align with the mooring lines.
Orientating the hooks with the mooring lines usually means that they are
approximately perpendicular to the berthing line, and this is a good default starting
point. However, if long head/stern lines are provided (as required by some country
codes), hooks can be orientated up to 45 degrees or more from the perpendicular.
h. If possible, mooring dolphins shall be accessed via walkways, either from the other berth
structures or from the shore. The deck shall be large enough to adequately accommodate
walkway seatings and equipment described in j. through m. without overcrowding and
with adequate safety routes to muster points.
i. If access by walkway is not possible, the deck shall be accessible by boat at all states of
tide.
j. Deck
1. The deck level of each mooring dolphin shall be at least 1,5 m (5 ft) above the highest
recorded water level.
2. The actual level shall be determined from the results of the mooring study, taking into
consideration economic factors.
3. The deck shall be laid to falls, typically at 1:60, to drainage holes at the rear of the
platform.
4. Deck surfaces should not be so smooth as to constitute a danger in icy weather.
k. Perimeter kerbing
1. Perimeter kerbing shall be provided around the dolphin.
2. Where the lead of the mooring lines crosses the perimeter of the deck, the kerbing
shall be formed from material that does not abrade mooring lines, such as rounded off
timber rubbing strips.
3. Handrailing shall be provided around the perimeter of the dolphin, except where
timber rubbing strips are located.
The purpose of the rubbing strip is to avoid abrasion of the mooring line or its eye
as it crosses the perimeter of the dolphin. Although the strip is formed from timber
to avoid the risk of sparking from wire ropes, an alternative may be a half round
steel section, under appropriate conditions.
l. A life ring or buoy shall be:

Page 57 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

1. Installed on the handrailing at the rear of the platform.

2. Attached to a long line, the other end of which is firmly secured to the dolphin.
m. Lighting shall be provided to permit 24 hr work and should be located at the rear of the
platform to avoid conflict with leads of mooring lines. Navigation lights or marks may also
be provided, subject to the requirements of the navigation authority.
n. Access ladder(s) protected by fendering shall be located at the rear of the platform for
access by small craft and for recovery of personnel from the water at all states of tide. If
security considerations preclude the use of access ladders, alternative arrangements shall
be put into place for the rescue of personnel from the water.

8.6.11 Berthing/breasting dolphins

a. Berthing/breasting dolphins shall provide:
1. A means to absorb the energy of the berthing vessel, usually through fendering
systems.
2. Contact points for the moored vessel.
3. Spring line mooring points, if required.
b. Berthing dolphins may be designed as flexible structures to provide energy absorption
capacity through the deflection of the piled structure.
A berthing dolphin provides a structure against which a vessel can be brought
alongside the berth safely. Together with any fendering, it should provide sufficient
energy absorption capability to match the kinetic energy of the vessel designed to
use the berth. The structure should be strong enough to withstand the associated
forces that are transmitted to the vessel hull through fender panels.
A breasting dolphin provides a structure against which a vessel can lean while
moored at the berth. It should be strong enough to resist environmental forces (i.e.,
wind, current, wave) pushing the vessel onto the berth without damage to the vessel
or the structure. Fender panels spread the load onto the vessels hull.
The same structure performs both roles, and therefore, the choice of the terminology
“berthing” or “breasting” is not important. The design case (i.e., that resulting in
the highest loads) could be either the berthing case or the breasting case, depending
on the design of the energy absorption system and the environmental conditions.
c. For the purposes of design, vessels should assumed to berth on one pair of berthing points,
each located on opposite sides of the berth centreline. First contact shall be assumed to be
made on only one point of this pair.
d. Mooring load analyses shall assume that load distribution is across at least two dolphins
that are located on opposite sides of the berth centreline. Breasting points shall not lie on
one side only of the berth centreline.
The two (minimum) breasting dolphins need to lie on opposite sides of the centreline
(one on the aft side and the other forward) to provide a reasonably balanced
mooring.

8.6.12 Berthing dolphins

a. Berthing dolphins shall have fendering systems appropriate for the range of vessels to be
accommodated. A minimum of two dolphins shall be provided per berth, with one on each
side of the manifold area and located such that vessels berth and breast against them within
the parallel mid-body.
b. Additional fenders shall be provided, if required, to accommodate the design range of
vessels. These may be installed on dolphins or, if necessary, on the front face of the

Page 58 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

working platform. If possible, the front of all fender panels should lie on a common line,
which is the berthing line.
c. Design of the dolphin/fender systems shall ensure that inner fenders and their support
structures are not overloaded if outer dolphins/fenders are fully deflected. In addition, the
configuration of the dolphins/fenders shall ensure that the outer fenders do not foul the
hulls of smaller vessels lying on the inner fenders.
If the range of vessels to be accommodated is wide, it is common to install two pairs
of dolphins/fenders and sometimes more. The inner fenders should be located and
designed for the lower end of the range of vessel sizes. The outer pair of fenders
should be located and designed for the upper end of the range, often with a small
overlap in the middle.
A common solution to avoid overloading the inner fender systems is to set back the
inner fender line from the outer fender line. This can result in smaller ships
contacting the outer fender panels, with the risk of high hull pressures and potential
damage to the hull and/or fender panel. A better solution is to provide “softer”
inner fenders with a similar design deflection to the outer fenders such that fender
panels lie on a common line.
d. The structures shall be designed to resist both “normal” and “abnormal” (i.e., extreme - see
8.6.16) berthing loads without damage and without permanent deformation. Potential of
accidental damage from manoeuvring vessels shall be considered in the design, and
appropriate mitigation measures shall be provided.
It is not required that the berth should be designed to resist berthings outside the
design envelope (i.e., the “abnormal” berthing) or for accidental damage. However,
it should be robust enough to withstand a degree of accidental damage without
being taken out of full service and that such damage can be reasonably and easily
repaired. This particularly applies where the berth is in an exposed location or
berthing is “difficult”.
e. If fenders are installed on the working platform or other structures, the same structural
requirements shall apply, as a minimum. Consideration shall, in addition, be given to the
risk and consequences of damage to installed transfer equipment in the event of a berthing
outside the design envelope and appropriate measures taken as necessary.

8.6.13 Breasting dolphins

a. In addition to the requirements for berthing dolphins, the design of breasting dolphins shall
satisfy the following criterion: The maximum design breasting load on the dolphin shall
not exceed 90% of the design load of buckling fender unit(s) or 45% of the design load of
compression fender unit(s).
This criterion is applied to reduce wear and tear on the elastomeric fender units and
to reduce the risk of inadvertent overloading the supporting structure if breasting
loads exceed design expectations. An example of a buckling fender curve is shown in
Figure 10 to illustrate this point.

Page 59 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 10 - Buckling fender characteristics

n
s io
es
pr
400L o a d / E n e rg y Co
m

‘A’ ‘B’
300 Buckling
Maximum
ion deflection
ss

200
re
mp

Rated (design)
deflection
Co

100
0
Deflection (%)
0 10 20 30 40 50 60
Fender characteristics: Buckling fender

The upper (red) curve shows the deflection of the fender under load. The first
turning point (near “A”) is where the fender starts to buckle as the load increases.
The fender continues to buckle, and the load actually reduces somewhat until it can
no longer buckle because the rubber components are squeezed together (around
“B”). From approximately this second turning point onward, the fender is being
compressed and squeezed, and loads increase dramatically if the fender is pressed
even further.
The full deflection of the fender can be used for berthing, and the design energy is
based on the rated deflection point. If possible, the load on the fender as a result of
mooring loads (i.e., longer term loads) should lie in the first compression zone
(below point “A”) to avoid the higher buckling stresses on the elastomeric fender
unit and additional wear.

8.6.14 Spring moorings

a. Mooring equipment that will receive spring mooring lines from vessels may be located on
the breasting dolphins.
b. QRH with capstans should be provided for large vessels (greater than nominal 16 000 DWt
[18 000 DWT]) and shall be provided for vessels greater than nominal 40 000 DWt
[44 000 DWT]).
c. Bollards may be used for barges and small vessels (smaller than approximately nominal
16 000 DWt [18 000 DWT]).
d. The number and capacity of the hooks/bollards shall be determined from a mooring
analysis and provision made on the following basis:
1. One line only shall be secured to each hook/bollard. Securing multiple lines to a
single hook/bollard is unsafe and bad practice.
2. The rated working load of each hook or bollard shall be not less than the MBL of the
attached mooring line.
Although not recommended, it is common practice in many places to secure more
than one line to a hook or bollard. It is especially prevalent on bollards. If it is
known that such practices to secure more than one line to a hook or bollard will
take place, the design load for each bollard/hook should take this into account by
one of the following:
 Assessing the required load capacity as a multiple of the respective line MBL.

Page 60 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 Providing increased safety factors to ensure that the first point of failure in the
mooring system remains the mooring lines and not the bollard/hook and its
fixings.
e. If QRH units are installed, the hooks shall be orientated such that they are aligned with the
mooring lines.
Orientating the hooks with the mooring lines usually means that they are
approximately parallel to the berthing line and facing outwards from the manifold
area.
f. If possible, the berthing dolphins shall be accessed via walkways either from the working
platform or directly from the shore. The deck shall be of such size as to adequately
accommodate walkway seatings and equipment described in this GP without overcrowding
and with adequate safety routes to muster points.
g. If access by walkway is not possible, the deck shall be accessible by boat at all states of
tide.
h. The deck level of each dolphin shall be at least 1,5 m (5 ft) above the highest recorded
water level. The actual level shall be determined from the results of the mooring study,
taking into consideration economic factors.
i. The deck shall be laid to falls, typically at 1:60 and to drainage holes at the rear of the
platform. Surfaces should not be so smooth as to constitute a danger in icy weather.
j. Perimeter kerbing
1. Perimeter kerbing shall be provided around the dolphin.
2. Where the lead of the mooring lines crosses the perimeter of the deck, the kerbing
shall be formed from material that does not abrade mooring lines, such as rounded off
timber rubbing strips.
3. Handrailing shall be provided around the perimeter of the dolphin, except where
timber rubbing strips are located.
k. A life ring or buoy shall be:
1. Installed on the handrailing at the rear of the platform.
2. Attached to a long line, the other end of which is firmly secured to the dolphin.
l. Lighting shall be provided to permit 24 hr work and shall be located at the rear of the
platform to avoid conflict with the leads of mooring lines.
m. Access ladder(s) protected by fendering shall be located at the rear of the platform for
access by small craft and for recovery of personnel from the water at all states of the tide.
If security considerations preclude these, alternative arrangements shall be put into place
for the rescue of personnel from the water.

8.6.15 Berthing beams

a. Berthing beams may be provided on berths as an alternative to independent
berthing/breasting dolphins and/or fendering located on the front of the working platform.
b. Berthing beams are commonly used in inland barge berth construction, and are most
suitable for vessels smaller than approximately nominal 5 000 DWt to 10 000 DWt
(5 500 DWT to 11 000 DWT) in size.
Berthing beams usually comprise a series of steel piles driven along the front of a
berth and structurally connected by a horizontal beam. Energy absorption is
provided by fender units and by the deflection of the pile/beam structure. Mooring
points are usually provided on the structure.

Page 61 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

c. The design of the fender system on the berthing beam should be based on the same
principals as fendering on a continuous quay wall, taking due consideration of the
increased flexibility of the fender support structure.
d. The offset of the beam from the working platform shall be adequate to ensure that the
beam has a clearance of at least 0,5 m (1,6 ft) at full deflection.
e. Provision shall be made in the design for safe personnel access from the berthed vessel
onto the working platform and from there to shore. For example:
1. Vertical ladders shall be provided at regular intervals along the front of the berthing
beam.
2. Provision shall be made to land the vessel accommodation ladder onto the working
platform.
3. Walkways shall be incorporated into the design to provide two escape routes from the
berth.

8.6.16 Fendering
a. Fendering systems may be supported by fixed dolphins, flexible dolphins, a working
platform, a quay wall, or other structures.
b. Fendering systems shall be designed in accordance with the PIANC publication
“Guidelines for the Design of Fenders Systems” and other appropriate codes.
The following table summarises the most common types of fenders and their
common applications.
Fender system Application (typical)

Vessels smaller than approximately nominal 5 000 DWt -

Extruded elastomeric
10 000 DWt (5 500 DWT - 11 000 DWT).
Commonly used on vertical quay walls
Extruded elastomeric, buckling All vessels on fixed berths
type, with fender panel Used on all types of berth structures
Pneumatic or foam filled fenders Berths where relatively high ship movements occur.
Always on vertical faced berthing structures.
STS operations.

c. The “normal” berthing energy absorption to be absorbed by the fender units and supporting
structure, if appropriate, shall be calculated using the following formula:

2
Enormal = 0,5xCxMxV
Where:
Enormal = Normal berthing energy (kN-m [T-ft]).
C = Coefficients relating to berth configuration and type, design vessel characteristics.
M = Displacement of the design vessel (te [T]).
V = Berthing speed of approach (m/s [ft/s]).
d. The “abnormal” berthing energy shall be calculated using the following formula:

Eabnormal = f x Enormal.
Where:
f = Factor determined from “Guidelines for the Design of Fenders Systems”.

Page 62 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

The concept of “normal” and “abnormal” berthings is commonly used but does not
seem to be formally defined. The usual approach is to define the “abnormal”
berthing energy as a factor of the “normal” energy, if the factor is commonly
quoted as 1,25 to 2,0. This implies that the “abnormal” berthing speed is
approximately 10% to 40% higher than the “normal” speed.
One definition of the “normal” berthing in terms of berthing speed could be “the
maximum speed of approach, which under normal controlled conditions (e.g., with
tugs) and within normal operating limits (e.g., wind velocity) might be experienced
in the lifetime of the structure”. For example:
 Operating life = 25 yr.
 Design occupancy = 200 berthings per yr.
 “Normal” berthing has a probability of occurrence of 1:5 000 (0,02%)
A definition of the “abnormal” berthing in terms of berthing speed could then be
“the speed of approach, which under uncontrolled conditions (e.g., with less than
the normal complement of tugs) or outside normal operating limits might be
experienced in the lifetime of the structure”.
e. Hull contact pressures shall not exceed 20 te/m2 (2 T/ft2) for berthing and operating load
conditions, with the following exceptions:
1. VLGCs, VLCCs, and larger vessels: 15 t/m2 (1,5 T/ft2) maximum.
2. Vessels less than nominal 5 000 DWt (5 500 DWT): 40 t/m2 (4 T/ft2) maximum.
f. If necessary, a fender panel shall be provided to increase the contact area between the
fender and vessel hull.
The specified hull contact pressures should not be exceeded for either the normal or
abnormal berthing criteria. The fender panel should be sized to provide sufficient
contact area at all states of the tide and for the full range of freeboards that vessels
might present while at the berth.
g. The fender systems shall be designed for the longitudinal and vertical friction forces that
may arise if vessels are berthing and during the transfer period. Restraint chains shall be
provided, as necessary, to resist these forces and if required, to support the weight of the
fender panel.
h. The wearing surface on the face of the fender frame shall be HDPE panels or similar low
friction material. Fender facing shall have no projections capable of damaging vessel hull
if panels are damaged or dislodged, and securing bolts/screws shall be recessed.
Traditionally, fender panels were faced with timber, typically Greenheart and other
hardwoods that were highly resistant to marine borer attack. In the late 1970s/early
1980s, BP experimented with “Rigilene” plastic facing panels (screwed onto the
timber) to try to reduce the friction loading between the vessel hull and the fender
panel. These successful trials and growing environmental concerns over the
sustainability of hardwood forests led to the commercial development of HDPE
panels and the virtual elimination of large timber fender panels.
The size of each HDPE unit making up the fender panel needs to be light enough to
be manhandled, if possible, and is typically about 0,5 m2 (5 ft2 ) in area.
Many fender installations incorporate a steel framework with HDPE units bolted
directly to it. This may lead to a higher inspection and maintenance burden, since
the loss of a unit (or units) could result in steel to steel contact with the vessel hull
on berthing.

Page 63 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Timber can still be used provided that it is sourced from sustainable forests. It is
often used for light rubbing strips for small craft, usually with little or no energy
absorbing elements behind.

8.6.17 Other structures

a. Other structures may be required that are specific to the design function of the berth or its
location, such as platforms for fire pump installations or the installation of other
specialised equipment. If these structures have to be located close to the berthing line they
shall be set back to reduce their vulnerability to impact damage from berthing or
manoeuvring vessels.
b. A risk analysis shall be performed to assess potential effects on installed
equipment/facilities of an accidental impact. If appropriate, structures should be relocated
or physically protected, provided that this does not inherently increase the risk of impact.
Tanker access towers and/or monitor towers are sometimes located on berthing
dolphins to reduce the size and cost of the working platform. While not
unacceptable, berthing dolphins are not a desirable location for the towers. Because
the dolphin is designed to be a target for berthing vessels, there is a higher risk of
accidental damage to any equipment located on it.

8.6.18 Fire pump platform

a. If provided, platforms for fire pumps should be located adjacent to the shore approachway
or behind the working platform.
b. Water shall be deep enough and clean enough to ensure a reliable supply of water to the
pumps on demand.
c. Provision may be required in the design for regular diver inspection and maintenance
activity.

8.6.19 Fire monitor tower

a. Design of the firefighting systems (e.g., size, performance, and location of fire monitors
and other firefighting facilities) is outside the scope of this GP. The recommendations in b.
through d. should be treated as preliminary and subject to confirmation by detailed design
of the firefighting system.
b. Elevated fire monitors should be located on either side of the transfer arms. Commonly,
one of these is mounted on the tanker access tower and the other on a dedicated fire
monitor tower. The fire monitor tower shall be self supporting and provide access to a
platform on which the fire monitor is located.
c. Remote control of the monitors shall be provided from the JCO or from an alternative safe
location with a full view of the manifold area.
d. Local control of the monitor, if provided, shall be located at the base of the monitor tower
and the control position shielded to provide protection to operators from heat radiation.

8.6.20 Stores platform

a. Light stores lifted onto vessels using a light crane in the manifold area often have to be
manhandled along a congested deck to the vessel accommodation area. To avoid this, a
dedicated platform to handle stores may be provided at a more convenient location.
b. If provided, stores platforms should be located with direct access to the shore approach for
stores and equipment. A study shall be performed of the vessels that intend to use the berth
to determine the optimum location for the platform.

Page 64 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Such platforms are often provided at LNG berths and are located outside the outer
berthing dolphins. They have a stores crane for light loads (1 te to 2 te [1,1 T to
2,2 T], usually), and the tanker access tower is sometimes also installed on the
platform.

8.6.21 Shore power supply (“cold ironing”)

a. A shore power supply may be required at some locations to reduce air pollution created by
vessel’s power plant running while alongside.
b. If provided, platforms for the connection of a shore power supply should be located on the
after side of the manifold.
c. A study shall be performed of the vessels intended to use the berth to determine the
optimum location for the platform.
Such platforms are rarely used for petrochemical vessels but are becoming more
common. Equipment installed on them is usually limited to cable storage and lifting
gear to transfer a heavy cable across to the vessel. It may be possible to combine the
function of the platform with that of the stores platform (for example) on the grounds
of economy.

8.6.22 Walkways
a. Walkways shall be installed to provide access between berth structures, such as the various
dolphins, the working platform, and sometimes, the shore approach.
Walkways provide safe and secure access for personnel between dolphins and other
berth structures. Isolated dolphins may be provided on some berths where walkway
access is impractical. Access onto the working platform is then by ladder from a
workboat. Ladder access has a higher personal risk to operators and should be
avoided, if possible.
b. The clear width of the walkway shall be at least 1,2 m (4 ft) with a minimum headroom of
2,2 m (7 ft), if applicable.
c. Where the walkway forms part of the principal escape route, the minimum clear width
shall be 2,0 m (6,5 ft).
The width of the walkway should be appropriate for its intended function. It needs to
be able to accommodate free passage of personnel on foot and, if appropriate, those
using light wheeled transport. Maintenance activity may require the use of trolleys
or barrows to carry light equipment and/or spare parts. If walkways form part of an
escape route (principal or secondary), the possibility that casualties (walking or
otherwise) may need to be evacuated needs to be taken into consideration.
d. Walkways shall have adequate lighting to permit 24 hr operation.
e. If provided, cable trays and/or other services should be fixed to the outside of the
handrailing to maintain a clear passageway.

8.7 Equipment and accessories

8.7.1 QRH
a. Mooring hooks shall be installed on swivelling and rotating supports and have a quick
release mechanism.
b. Mooring tension monitoring system
1. A mooring tension monitoring system should be provided to enable tensions to be
measured and displayed on the vessel and on the berth.

Page 65 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

2. Load cells to measure the tension in each mooring wire should be fitted to each
mooring hook.
3. These data should be processed by a central computer located on the berth or ashore,
with a remote readout available on board the vessel.
c. QRHs may be provided as single or multiple units (i.e., double, triple, or quadruple).
d. Individual mooring hooks
1. The minimum rated capacity of each mooring hook shall be at least 100% of the MBL
of the largest mooring line to be secured to the hook.
2. Each hook shall be:
a) Factory load tested to at least 120% of the rated capacity.
Commonly, hooks are proof tested between 125% and 150% of their SWL. Tests
should be witnessed by an experienced testing authority.
b) Clearly and permanently marked with its SWL.
e. The capacity of the QRH unit shall be equal to at least the sum of the individual hook
capacities. The load transfer capability of the unit fixings to the foundation shall exceed the
capacity of the unit by at least 10%. See Table 4.
(This represents the extreme loading case for the mooring dolphin structure.)
Note that the actual breaking strength of a new mooring line should exceed MBL.
However, actual breaking loads of used lines are usually less than MBL because of
splicing, which can reduce capacity by approximately 10%, and wear. The working
load used for mooring calculations is usually 55% MBL (this represents the
operational loading case for the mooring dolphin structure).
The determination of the required capacity of multiple QRH units as a whole is less
clear. For a double hook unit, it can be argued that each hook could experience the
full MBL simultaneously. Therefore, the capacity of the unit as a whole should be
200% MBL.
For triple and quadruple QRH units, the probability of all the attached mooring
lines reaching MBL simultaneously seems less plausible, as this would require all
lines to be in excellent condition and perfectly matched. Nonetheless, since the
capacity of a new mooring line should itself exceed its nominal MBL and lines could
be within 10% of their actual breaking capacity, it is conceivable that all lines could
be at MBL.

Table 4 - QRH unit capacity

Hooks/unit Capacity of unit (minimum) Capacity of transfer fixings (minimum)

1 100% of rated capacity of hook. 120% of rated capacity of hook.
2 200% of rated capacity of a single hook. 220% of rated capacity of a single hook.
3 300% of rated capacity of a single hook. 330% of rated capacity of a single hook.
4 400% of rated capacity of a single hook. 330% of rated capacity of a single hook.

f. Sequence of failure
1. The sequence of failure of the elements of the mooring system should be designed to
be progressive as follows:
a) Mooring line.
b) Mooring hook.

Page 66 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

c) QRH unit.
d) Supporting structure.
2. The strength of the various elements shall be specified to achieve the sequence of
failure in 1.
The margin by which the capability of the load transfer mechanism of the QRH unit
(usually holding down bolts) exceeds the capacity of the unit (i.e., 10% minimum) is
somewhat arbitrary but should lie within the normal margin provided by the QRH
vendor.
The failure load of the supporting structure should be higher than that of the load
transfer mechanism. The working load of the supporting structure need not be
higher than that of the transfer mechanism if an adequate safety margin can be
provided.
g. QRHs shall:
1. Be insulated electrically from the mooring structure.
2. Not contact the mooring structure.
3. Be counterweighted for ease of return to the ready position after release. Returning
the hook to the locked ready position shall be a one step function.
h. Quick release sliphooks:
1. Shall have manual release.
2. May also have mechanisms for releasing hooks remotely and individually from the
JCO. If such provision is made, locking devices shall be provided to prevent
accidental release.
3. Shall not have provisions for the simultaneous release of all hooks by the activation
of a single button.
i. QRHs shall be able to release mooring lines under slack, as well as under full design load.
Hand operation of the QRHs should require less than 15 kg (33 lb) force and shall require
less than 20 kg (44 lb) force (under full mooring load) to release.

8.7.2 Capstans
a. If required to assist in the manual handling of mooring lines, capstans shall be located at
each mooring point.
b. The capstan shall be mounted on the QRH unit or immediately adjacent to the mooring
hook or bollard such that the eye of the mooring line may be slipped over the hook as the
line is hauled ashore.
It is usual to install capstans on all QRHs, usually as an integral part of the QRH
unit.
Bollards are not usually provided with capstans, primarily for practical reasons.
However, capstans should be provided to assist line handling where relatively long
or large lines are handled. These capstans should be mounted at working height
(approximately 1,2 m [4 ft]) on a pillar, typically where bollards are installed with a
working capacity of approximately 50 te (55 T) or more.
c. Capstan shall have a minimum pulling capacity of 2 te (2,2 T) at a speed of 25 m/min
(80 ft/min) and a minimum 11 kW (15 hp) motor. Starting line pull capacity shall be at
least 4 te (4,4 T).

Page 67 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

d. The capstan motor shall be of the reversing type to allow for unwrapping a seized tag line
or messenger line. A foot operated deadman pedal shall be provided to allow a single
operator to handle the line with both hands.
e. The capstan shall have a positive braking system such that there is no slippage under full
load, whether or not the capstan motor is running.

8.7.3 Berthing aids

a. Berths for vessels larger than nominal 30 000 DWt (33 000 DWT) should have a system to
assist in the berthing of vessels. The main components of this system should include:
1. Sensors to measure the distance of the berthing vessel from the berth.
2. A control unit.
3. Visual displays of distance and berthing speed.
b. The system shall be designed to measure, in real time, the speed of approach, distance to
berth, and angle of approach for a vessel up to 300 m (1 000 ft) from the berth. The sensors
should be capable of operating effectively under all environmental (weather) conditions
anticipated at the location during berthing operations.
There are a number of measurement systems available:
 Laser systems: Their performance in low visibility (e.g., fog, heavy rain, snow)
may be affected, but berthing operations in such conditions would probably be
discontinued for safety reasons anyway.
 Radar systems: Most effective with large vessels. They may suffer from false
echoes.
 Sonar systems: Performance can be severely affected by propeller (or other)
turbulence.
 GPS systems: Receiver needs to be carried onboard the vessel, which may be
limiting.
c. Berthing assistance display boards shall be mounted to allow the displays to be seen from
the vessel bridge during either port-to or starboard-to berthing. In addition, a portable
monitoring unit should be provided for use on board the vessel or on the berth, providing a
display of information as shown on the monitoring instrumentation.
d. Monitoring instrumentation system:
1. Shall be installed inside the JCO.
2. Shall display and record information.
3. Shall provide control and operation of the components of the berthing assistance
system.
4. May incorporate other information, such as mooring load tension data.
e. An anemometer shall be installed at berths that accommodate large vessels. It shall be
located in a position to ensure accurate wind information (speed and direction) at all times
with no effect from berthed vessels or structures.
f. Tide, current, and wave sensors may also be required. Information from these sensors
should be lead to the monitoring system for display and record purposes.

8.7.4 Navigation lights

a. Navigation lights shall be provided as required by the navigation authority.
b. Lights are usually located on the outer mooring or berthing dolphins but may alternatively
or additionally be located on the working platform.

Page 68 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

8.7.5 Tanker access tower

a. The working envelope of the access tower shall be designed to accommodate the full range
of ships using the berth, taking into account:
1. Vertical movement with tide and change of draught.
2. Lateral movements off the berth.
3. Longitudinal movements along the berth.
4. Acceptable angle of the gangway from the tower to the deck of the vessel.
b. Tanker access towers shall comply with GIS 38-301.

8.7.6 Transfer arms

a. The working envelope of the loading arms shall be designed to accommodate the full range
of ships using the berth, taking into account:
1. Vertical movement with tide and change of draught.
2. Lateral movements off the berth.
3. Longitudinal movements along the berth.
b. Marine transfer arms shall comply with GIS 38-300.

9 Buoy berths

9.1 General
A buoy berth is a buoyant structure or group of buoyant structures, each secured by
a flexible mooring to the seabed.
Vessels are moored to the structure(s) using either hawsers secured to the buoyant
structure or their own mooring lines.
Liquid product is discharged or loaded through a flexible hose system terminating
on the seabed at a PLEM, from which subsea pipelines provide the connection to
shore facilities.
Buoy berths usually handle a limited range of products because of:
 The cost of the subsea pipelines.
 Cross contamination issues if a pipeline is used for multiple products.
The number of main line hose strings should usually be usually limited to one or two.
Unattended subsea hose strings on CBM installations can become tangled if current
conditions are high or complex. Divers are required to untangle and deploy them,
and this operation is onerous and time consuming.
In high current conditions, multiple underbuoy hose strings on SPMs may clash and
cause physical damage. Floating hose strings may become tangled in exposed (high
wave) conditions, similarly requiring divers to untangle them.

9.2 Berth type

9.2.1 General
The most common berth configurations are briefly described in 9.2.2 and 9.2.3

Page 69 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

9.2.2 Conventional (Multiple) Buoy Mooring (CBM/MBM)

There are a number of mooring buoys to which vessels moor using either their own
mooring lines or, in some circumstances, “shore” lines secured to the buoy and
received on board the vessel (see Figure 11). The berth is orientated approximately
parallel to the maximum prevailing environmental forces on the moored vessel.
Buoys are located around the stern of the vessel and sometimes also at the bow. At
least one of the bow moorings is normally provided by the vessel own anchors.
Each buoy is secured to the seabed with an anchor and mooring chain system,
usually comprising a riser chain under the buoy and one or more mooring or
“ground” legs. Each leg comprises a length of chain terminating at an anchor(s) at
the extremity to secure it to the seabed. See Figure 12.
The hose connection is at amidships manifold, usually on the port side. Hose strings
are not buoyant and are lowered to the seabed if the berth is not in use. Each string
is marked by a small pick up buoy.
CBMs provide a cheap and effective substitute for a fixed berth, provided that
conditions are suitable. In most instances, to achieve an acceptable berth
availability, this configuration is only effective if the predominant environmental
forces are from (or to) one direction for approximately 80% to 90% of the time.
CBM installations are often (but not necessarily) located in reasonably sheltered
areas with relatively low tidal currents, in which case wind or wave forces are
usually dominant.
High winds onto the side of the ship can result in excessive forces leading to
potential breakout from the berth and rupture of the hose string. The impact of such
rupture can be mitigated by the use of break away couplings, and the environmental
sensitivity of the area in which the berth is located needs to be given careful
consideration.
Due regard should be given to the possibility that, as a consequence of a breakout, a
vessel may impact and damage the mooring buoys and/or hose string marker buoys.
Because of the (usually) shallow water close by, vessels may drop their anchors to
arrest the drift and damage the pipeline and/or PLEM.
CBM berths require support craft in the form of mooring boats. Some may also
employ tugs to assist in the berthing manoeuvre. Diving support is necessary for
regular inspection of the hoses and buoys ground tackle.

Page 70 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Figure 11 - Examples of buoy mooring layouts

Buoy berths – Examples of buoy mooring layouts (BS 6349)

Figure 12 - Mooring buoy definition sketch

Buoy berths – Mooring buoy definition sketch

9.2.3 Single point mooring (SPM)

The term “single point mooring” covers both fixed and floating berths, and many of
their design features are common, with the exception of the subsea elements. This
clause covers only floating SPMs or SBMs.
An SBM comprises a single large mooring buoy that is usually configured internally
to provide six or seven watertight compartments. Vessels moor up to the buoy using
one or two large hawser assemblies permanently secured to a rotating structure on
the buoy. Each hawser is secured at the vessel bow to a stopper unit on the foc’sle.
Oil and products carriers are generally fitted with tongue type stoppers, but
currently, most liquefied gas carriers are not. If no stopper is available, it may be

Page 71 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

acceptable to use the vessel towing bracket (Smit bracket), but advice should first be
sought from BP Shipping.
Vessels operating at offshore loading facilities (not covered in this GP) have
dedicated and purpose built stopper units that are matched to the SPM equipment.
They usually have bow hose connections in addition to the standard midship
manifold.
There are a number of designs of SPMs, but each performs the same function.
CALM - most common (see Figure 13)
 The mooring typically comprises six anchor chain legs.
 Underbuoy hose strings (sometimes flexible jointed hard piping) connect the
PLEM to the underside of a fluid swivel located in the centre of the buoy. If
current forces are high, flexible jointed hard piping is sometimes used in place
of underbuoy hose strings to reduce interaction between hose strings. This
solution is not common, partly because of the additional maintenance burden
created by the swivel joints between the lengths of hard pipe.
 Fixed piping from the top of the fluid swivel is carried on the rotating structure
to an overboard flanged connection to which floating hose strings are bolted.
 The hose connection is made to the vessel amidships manifold, usually on the
port side. The hose connection is usually on the port side for two reasons:
- The effect of the vessel propeller (“prop walk”) as the vessel leaves the berth
tends to turn the vessel away from the hose strings, thus reducing the risk of
impact with the hoses and consequential damage.
- If the vessel overshoots during the berthing operation and attempts to
correct by going astern, the prop walk keeps the vessel bow away from the
SPM and hose strings.

Figure 13 - CALM layout

Page 72 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

SALM - less common

 The mooring comprises a single chain anchor leg that is secured to the PLEM
structure.
 The PLEM also accommodates the fluid swivel, from which hose strings are
connected to the vessel amidships manifold usually on the port side.
 Hose strings are a combination of subsea hoses up to water level and floating
hoses up to the tanker manifold.
 A disadvantage of this design is the location of the fluid swivel that requires the
deployment of divers for inspection and maintenance work. Furthermore, any
leakage from the swivel presents a certain pollution risk.
Tower - fixed leg SPM (not a buoy berth but included for completeness).
 The facility comprises a rigid leg structure (e.g., monopile, jacket) with a
rotating structure on top and carrying mooring hawsers and floating hose
strings.
 A rigid riser connects the subsea line(s) to the underside of a fluid swivel located
in the centre of the rotating head.
 Floating hose strings connect to the vessel amidships manifold, usually on the
port side.
 Although different in structure, the operational features of a fixed leg SPM are
the same as other types of SPM. Note, however, that large tower type SPMs with
aerial hoses are not usually found in near shore waters and are not covered by
this document.
 The rotating head can be similar in size and appearance to a CALM installation
and is similarly equipped. The head sometimes has heavier fendering because of
its increased vulnerability to damage in the event of a collision.
SPMs represent a cheap and effective substitute for a fixed berth in locations where
adequate water depths are situated some distance offshore and/or if weather
conditions are marginal for mooring boat operations.
All (inshore) SPM berths require support craft in the form of hose handling boat(s)
and a maintenance/diving boat. Some may also employ a tug to prevent moored
vessels from riding up onto the buoy. Diving support is necessary for everyday
operations, e.g., for the inspection of hoses and hawsers prior to berthing, and for
regular inspection of the buoy and its subsea components.
The environmental sensitivity of the area in which the berth is located needs to be
given careful consideration; potential breakout from the berth and rupture of the
hose string presents an environmental risk similar to that for a CBM. The impact of
such rupture can be mitigated by the use of break away couplings in the floating
hose strings.

9.3 Conventional buoy mooring

9.3.1 General
The CBM installation shall be designed in accordance with the requirements of the appropriate
Classification Society.
A number of classification societies provide requirements for the design of spread
moorings. Selection of the appropriate society probably depends on national
preference. General guidance on the design of spread moorings can be found in
BS 6349-6 and in other publications.

Page 73 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

9.3.2 Berth alignment

Berth downtime should be minimised by aligning the berth to minimise the prevailing
environmental forces on the berthed vessel.
Wind and/or waves are usually the dominant factor at CBMs.

9.3.3 Berth layout

a. Design of the mooring buoys and their disposition shall provide a safe facility for the full
range of vessels to manoeuvre into and be accommodated at the berth.
b. A manoeuvring area shall be provided to permit vessels using the CBM to manoeuvre
safely into the berth from open water.
The manoeuvring area needs to be adequately sized and in an adequate depth of
water to enable berthing vessels to approach the berth and deploy its anchor(s)
before completing the mooring operation. Similarly the vessel needs to be able to
unmoor and depart the berth in safety.
The area is not necessarily circular, and it is recommended that advice be sought
from BP shipping at an early stage (i.e., in the appraise stage).
c. Mooring and manoeuvring studies by appropriately experienced and qualified personnel
shall be performed to determine and confirm the layout of the berth itself and its
disposition relative to hazards and other marine operations. The study shall take into
consideration vessel manoeuvrability, environmental conditions, and navigational hazards.
d. It should be anticipated that vessels berth with the assistance of at least one tug and moor
and unmoor with the assistance of mooring boats.
e. The subsea pipeline(s) serving the berth shall not encroach in the area where the vessel
may deploy its anchors, either in normal operations or in an emergency situation.

9.3.4 Berth location

a. The berth and its associated manoeuvring areas shall lie outside navigation channels and
established routes such that the risk of interaction from or collision with passing vessels is
minimised. An analysis shall be performed to confirm that the frequency of occurrence and
consequences of such events are within acceptable limits or that appropriate mitigating
measures can be put into place.
The impact of passing ships on the motion of the moored vessel in the berth is less
critical for a CBM berth than for a fixed berth because of the greater flexibility in
the moorings. A greater concern is the close passage of other vessels and risk of
collision with the berthed vessel or mooring buoys.
Because each case is different, a proper analysis using appropriate calculation
techniques needs to be performed to determine acceptable distances between a berth
and a navigation channel.
b. Mooring legs associated with mooring buoys shall also lie outside navigation and
anchorage areas. The full length of the mooring legs should be located a sufficient distance
outside of navigation areas to enable diving activity on the legs to proceed without risk
from passing vessels.
Ensuring that the legs lie outside navigation and anchorage areas also reduces the
risk of damage from anchor fouling if a ship anchor is inadvertently deployed in the
vicinity of the mooring leg. For the same reason, mooring legs should not encroach
into adjacent manoeuvring areas.
c. Adjacent berths shall be laid out such that adequate separation is available between them to
permit safe vessel manoeuvring and mooring operations.

Page 74 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

The safe separation distance between adjacent berths and other features is a
function of several interrelated factors:
 Vessel size, type, and manoeuvrability.
 Type of berthing manoeuvre (e.g., use of tugs, vessel anchors).
 Environmental conditions.
 The extent of the berth mooring legs.
It is usually reasonable to assume that:
 Simultaneous berthing is not permitted.
 Tugs are used to assist the vessel to berth.

9.3.5 Mooring buoys

The function of each mooring buoy is to provide a platform for the mooring point
located on its deck, and to support the mooring system that secures it to the seabed.
These functions determine the physical size and dimensions of the buoy.
a. Mooring buoys shall have a mooring hook or hooks, preferably with a quick release
capability.
b. The deck of the buoy shall have rubbing strips to prevent chafe of the mooring lines where
they pass over the buoy perimeter.
Mooring bollards are not generally acceptable, because their ability to secure lines
with a lead above approximately 10 degrees to 20 degrees to the horizontal is poor.
In addition, operators are subjected to a higher level of personal risk because of the
increased manual handling required and the need to board the buoy for both
connection and disconnection operations.
Ideally, mooring hooks should be capable of being released from off the buoy with a
quick release device. This avoids the potential risk to personnel of having to board
the buoy and return to the mooring boat.
c. Adequate deck area shall be provided for personnel to operate and service mooring
equipment in safety. Mooring buoys with a diameter equal to or greater than 3 m (10 ft)
shall have handrailing around the perimeter of the deck where no rubbing strip is provided.
d. A boarding ladder with grab rails and fendering shall be provided behind the hook(s) for
safe access between the deck of the buoy and a mooring boat. The ladder shall be located
outside the anticipated line of action of the mooring line(s).

9.3.6 Hose string(s)

a. The length and size of the hose string(s) shall be appropriate for the full range of vessels to
be accommodated at the berth. To avoid handling difficulties, the number of main line
hose strings should be limited to a maximum of two.
The number of hose strings should be determined by the number of products to be
handled, the potential for entanglement on the seabed, and handling/deployment
issues. The diameter of hose strings is influenced by the respective product transfer
rates.
It may be possible to handle multiple products through a single set of hoses,
provided that contamination issues can be resolved. However, it is likely that
separate subsea lines are required for each product.
The length of the hose string is a function of the size of the largest vessel to use the
berth and water depth and, as a minimum, should be the sum of:
 Maximum water depth (e.g., at high water).

Page 75 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

 Maximum height waterline to manifold (e.g., ballast condition).

 Maximum distance inboard to manifold.
 An allowance for the angle of the hose offtakes from the PLEM.
b. Hose end fittings shall include a shutoff valve and a blind flange. Hose strings should have
a quick release coupling (e.g., camlock type).
Hose end fittings should be the same as for an SPM (see 9.4). Refer to OCIMF,
“SPM Hose Ancillary Equipment Guide”.
c. Each hose string shall have an emergency breakaway coupling to minimise the risk of
pollution in the case of ship breakout from the berth. The coupling shall be located near the
PLEM end of the hose string to avoid damage during hose deployment and use.
This location minimises the normal operating loads in the coupling and ensures that
it is not physically damaged through impact against the ship hull.
The coupling should not be located at the end of the hose where it connects to the
PLEM piping stubs. This could impose bending forces in the coupling, for which it is
not designed, and cause premature release.
The disadvantage of locating the breakaway coupling at the PLEM end of the hose
string is that it is always submerged and accessible only by diver.

9.4 Single point mooring

9.4.1 General
The SPM installation shall be designed in accordance with:
a. Requirements of the appropriate classification society.
b. Recommendations and guidelines published by OCIMF.
1. SPM Hose Ancillary Equipment Guide.
2. SPM Hose System Design Commentary.
3. Recommendations for Equipment Employed in the Bow Mooring of Conventional
Tankers at Single Point Moorings.
A number of classification societies provide guidance on the design of SPMs, and
the selection of the appropriate society probably depends on national preference.
For example, the American Bureau of Shipping (ABS) publishes its requirements as
“Rules for Building and Classing Single Point Moorings” (ABS Publication 0008).
OCIMF publishes a number of recommendation and guideline documents.

9.4.2 Berth layout

a. The berth shall provide a safe facility for the full range of vessels to manoeuvre into and be
accommodated at the berth. As a minimum requirement, the layout should comply with the
rules published by the ABS. See Figure 14.
The ABS rules provide definitions for two key areas:
 Swing circle - “The area swept by the moored vessel as it revolves about the
mooring point, the sum of the horizontal excursion of the SPM from its centre
position under operating hawser load and minimum tide, the horizontal
projection of the length of the hawser under operating hawser load, the length
overall of the largest vessel for which the SPM is designed, and a safety
allowance of 30 m (100 ft)”.
 Manoeuvring area - “The area through which a vessel is to manoeuvre in
making an approach to or departure from the SPM. The radius of the

Page 76 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

manoeuvring area about the mooring is to be at least three times the length of
the largest vessel for which the SPM is designed”.

Figure 14 - SPM definition sketch

Manoeuvring
Area

Swing Circle

Buoy berths – SPMs – Definition sketch

b. Manoeuvring area
1. An adequately sized manoeuvring area shall be provided in an adequate depth of
water to permit vessels using the SPM to manoeuvre safely onto the berth from deep
water.
2. It should be anticipated that vessels manoeuvre unaided without the assistance of
tugs.
3. A manoeuvring study shall be performed that considers vessel type, manoeuvrability,
environmental conditions, and navigational hazards.
4. The manoeuvring area shall be circular unless, in exceptional cases, the manoeuvring
study demonstrates that an alternative configuration is necessary.
5. The diameter of the manoeuvring area, centred on the SPM, shall be not less than six
times the overall length of the longest vessel for which the SPM is designed.
The manoeuvring studies should be performed by appropriately experienced and
qualified mariners, recorded, and stored for future reference during the operational
phase of the project.
It may be established that the size of the manoeuvring area (circle) needs to be
larger than 6 vessel lengths. This was recognised in the early days of SPM
operations, when the industry recommended a diameter of 10 vessel lengths.
If it is essential to use tugs to help manoeuvre vessels (e.g., because of space
constraints), it may be possible to reduce the size of the area.
c. During transfer operations, a tug may be secured to the stern of the moored vessel to
maintain tension in the mooring hawser(s). In these circumstances, the swing circle shall
be extended to accommodate the area swept by the tug.

Page 77 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

9.4.3 Berth location

a. The SPM and the swing circle shall lie outside navigation channels and other areas used
for navigation or manoeuvring.
b. The manoeuvring area shall not encroach into navigation areas that carry a high level of
vessel movements or where no traffic management system is provided.
In this context, a high level of traffic movement is considered to be 1 movement per
hour or more.
Unless traffic levels are extremely low, for example, less than approximately
1 movement per 6 hr period, the existence of a traffic management regime is
considered to be essential to mitigate the risk of collision between vessels
manoeuvring onto the SPM and other vessels.
c. The manoeuvring area should not, but may, encroach into navigation areas that carry a low
level of vessel movements. In these circumstances, the following shall be demonstrated:
1. That, through risk analysis techniques, the risk of interaction from or collision with
passing vessels is within acceptable limits.
2. That operational disruption can be contained within acceptable limits
In this context, a low level of traffic movement is considered to be less than
approximately 1 movement per 4 hr period.
If there is no option but to site the SPM close to a navigation/manoeuvring area, the
risks of interaction or collision with other vessels needs to be addressed using
quantitative risk analysis techniques.
d. Adjacent berths shall be laid out such that adequate separation is available between them to
permit safe vessel manoeuvring and mooring operations.
Ideally, this means that the respective manoeuvring areas are tangential, which
would enable vessels to manoeuvre onto the berths simultaneously. This requires a
considerable amount of sea area, and in practice, it is unlikely that there are
sufficient support craft to service a simultaneous operation.
Provided that simultaneous berthing is not permitted, it may be acceptable to locate
SPMs such that their manoeuvring areas are tangential to their swing circles. The
safety and operational implications need to be fully addressed before proceeding
with this course of action.

9.4.4 Mooring buoy

The function of the mooring buoy is to support the equipment located on it and in it
and the mooring system that secures it to the seabed. This determines the physical
size and dimensions of the buoy.
a. The mooring buoy shall be designed in accordance with the requirements of the
appropriate classification society.
A SALM buoy provides buoyancy to maintain tension in the anchor leg and is
compartmented internally to provide buoyancy redundancy.
A CALM buoy is larger, more complex, and supports the weight of the anchor chain
legs and equipment. It is constructed with internal compartments that may contain
buoyancy foam or equipment, such as a power pack for PLEM valves actuation.
Note that the provision of foam inhibits inspection activity; a cofferdam may be
provided so that the inner hull can be inspected.

Page 78 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

There are two main design concepts:

 Anchor legs secured to the perimeter of a can buoy with a rotating turntable on
the deck to which the hawser(s) and hose string(s) are attached.
 Anchor legs secured to a central turret supported by a freely rotating buoyancy
tank to which the hawser(s) and hose string(s) are attached.
b. Adequate deck area and access shall be provided for personnel to operate and service the
SPM equipment in safety.
c. A boarding ladder with grab rails and fendering shall be:
1. Provided for safe personnel transfer between the deck of the buoy and a service boat.
2. Located behind hawser connection point(s) and outside the line of action of the
hawsers.

9.4.5 Hose string(s)

a. The length and size of the hose string(s) shall comply with the recommendations and
guidelines published by OCIMF. For operational reasons, the number of main line hose
strings should not exceed three and should preferably be limited to two.
The selection of the number and diameter of hose strings is influenced by the
number of products to be handled and their respective design transfer rates.
However, the selection process also needs to take into consideration the potential
for damage and entanglement as a result of environmental conditions (primarily
waves and currents).
b. The configuration and number of the underbuoy hose string(s) shall be such that there is no
contact with the seabed or adjacent hose strings. See Figure 15.

Figure 15 - Buoy berths - under buoy hoses - definition sketch

Chinese Lazy S Steep S

Lantern
Buoy berths – U/B hoses– Definition sketch

Three basic hose configurations are commonly used at CALM installations to ensure
that hose minimum radii limits are not exceeded and to ensure that the hose string
does not contact the sea bed under any of the envisaged operating conditions. The
respective profiles as follows are maintained using individual floats clamped to the
hoses in conjunction with a buoyancy tank (except Chinese lantern):
 Chinese lantern (most common).
 Lazy “S” (used in shallow water).
 Steep “S” (used in deep water).
The hose configuration at SALM installations is usually a form of Lazy “S”, with
underbuoy hoses coming off the swivel at the PLEM and floating hoses at the
surface.

Page 79 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Multiple underbuoy hose strings on SPMs may clash, thereby causing physical
damage. This can be mitigated by adjusting the angles of the take-off stubs on the
PLEM.
c. The length of the floating hose string(s) shall be appropriate for the full range of vessels to
be accommodated at the berth. To avoid abrasion and damage to the hoses, multiple
floating hose strings should be of unequal lengths, with the inner string(s) shorter than the
outer string(s). Similarly breakaway couplings and lights should be staggered.
The length of the hose string is usually a function of the size of the largest vessel to
use the berth. OCIMF publication, “SPM Hose System Design Commentary”,
provides guidance. Using this as a basis, a rough approximation for the length of a
CALM floating hose string is the sum of:
 Buoy radius.
 Length of mooring hawser plus elastic extension (approximately 45%).
 Bow to manifold distance.
 Maximum height waterline to manifold (i.e., usually in the ballast condition).
 Maximum distance inboard to manifold.
 Allowance for bends (e.g., approximately 10 m [30 ft]).
d. Hose end fittings shall include a shut-off valve and a blank flange. A quick release
coupling (e.g., camlock type) should be provided on hose strings and shall be provided for
hose strings greater than 150 mm [6 in]) internal diameter.
Further information can be found in OCIMF “SPM Hose Ancillary Equipment
Guide”.
e. Breakaway couplings
1. An emergency breakaway coupling should be fitted in each floating hose string to
minimise the risk of pollution in the case of ship breakout from the berth.
2. Couplings shall not be located in the tail hose strings but should be located towards
the SPM end of the main line hose string.
3. Couplings shall not be connected directly to the SPM offtake piping stubs.
Locating the coupling in the tail hose strings would increase tension forces in the
hoses above the coupling and in the coupling itself. It also increases the risk of
impact damage against the vessel hull.
The coupling should not be located at the end of the hose where it connects to the
buoy piping stubs. This could impose bending forces in the coupling, for which it is
not designed, and cause premature release.
The optimum location for the coupling is usually in the area swept by the mooring
hawser (typically in first half dozen hose lengths). This has the following
advantages:
 The coupling is unlikely to experience bending loads, for which it is not
designed.
 Impact with the vessel hull is avoided.
 In the case of gaseous products, any spillage on activation of the coupling is
remote from the vessel manifold area.
A disadvantage is that, in the event of activation, a considerable length of hose
remains attached to the vessel if it should break free.
f. If there are two or more strings, couplings should be staggered along the length to avoid
clashing and potential damage.

Page 80 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Bibliography

BP
[1] GP 04-60, Foundations for Onshore Facilities.

[2] GP 32-30, Inspection and Testing of Equipment in Service - Management Principles.

[3] GP 32-46, In Service Inspection and Testing of Onshore Civil/Structural Facilities.

American Bureau of Shipping (ABS)

[4] ABS Publication 0008, Rules for Building and Classing Single Point Moorings.

British Standards Institute (BSI)

[5] BS 6349, Maritime structures.

European Committee for Normalisation (CEN)

[6] EN 1473, Installation and equipment for liquefied natural gas - Design of onshore installations.

[7] EN 1532, Installation and equipment for liquefied natural gas - Ship to shore interface.

Health and Safety Executive (HSE)

[8] HSG186, The bulk transfer of dangerous liquids and gases between ship and shore.

National Fire Protection Association

[9] NFPA 59, Utility LP-Gas Plant Code.

[10] NFPA 59A, Standard for the Production, Storage, and Handling of Liquefied Natural Gas (LNG).

Oil Companies International Marine Forum (OCIMF)

[11] Marine Terminal Baseline Criteria and Assessment Questionnaire.

[12] Design and Construction Specification for Marine Loading Arms.

[13] Recommendations for Oil Tanker Manifolds and Associated Equipment.

[14] Recommendations for Manifolds for Refrigerated Liquefied Gas Carriers (LNG).

[15] Recommendations for Manifolds of Refrigerated Liquefied Gas Carriers for Cargoes 0°C to minus
104°C.

[16] Safety Guide for Terminals Handling Ships Carrying Liquefied Gases in Bulk.

[17] Guide to Contingency Planning for the Gas Carrier Alongside and Within Port Limits.

[18] Jetty Maintenance and Inspection Guide.

[19] Guidelines for the Design, Operation, and Maintenance of Multibuoy Moorings (Draft, in preparation).

[20] Guidelines for the Handling Storage Inspection and Testing of Hoses in the Field.

[21] Guidelines for the Purchasing and Testing of SPM Hawsers.

Page 81 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

[22] Hawser Test Report.

Permanent International Association of Navigation Congresses (PIANC)

[23] Dangerous cargoes in ports.

[24] Dangerous goods in ports - recommendations for port designers and port operators.

[25] Safety aspects of berthing operations of oil and gas tankers. MarCom Working Group 55 (in
preparation).

[26] Seismic design guidelines for port structures.

[27] Life cycle management of port structures - general principles.

[28] Inspection, maintenance and repair of maritime structures exposed to material degradation caused
by a salt water environment.

[29] Guidelines for the design of armoured slopes under open piled quay walls.

[30] Guidelines for the design and construction of flexible revetments incorporating geotextiles for inland
waterways.

[31] The damage inflicted by ships with bulbous bows on underwater structures.

[32] Criteria for movements of moored ships in harbours - a practical guide.

[33] Underkeel clearance for large ships in maritime fairways with hard bottom.

[34] Navigation in muddy areas.

[35] Ice navigation.

[36] Capability of ship manoeuvring simulation models for approach channels and fairways in harbours.

[37] Analysis of rubble mound breakwaters.

[38] The stability of rubble mound breakwaters in deeper water.

Society of International Gas Tanker and Terminal Operators Ltd (SIGTTO)

[39] Site Selection and Design for LNG Ports and Jetties.

[40] A Listing of Design Guidelines for Liquefied Gas Terminals.

[41] A Glossary of Terms Used in Liquefied Gas Shipping.

[42] Liquefied Gas Handling Principles on Ships and in Terminals.

[43] The Ship/Shore Interface.

[44] LNG Operations in Port Areas.

[45] Accident Prevention - The Use of Hoses and Hard-Arms.

[46] Firefighting Equipment on Liquefied Gas Jetties.

[47] Guidelines for Hazard Analysis.

[48] Liquefied Gas Fire Hazard Management.

Page 82 of 83 GP 04-40
8 December 2011
Marine Terminal Facilities

Other
[49] McConnell, Kirsty, Allsop, William, and Cruickshank, Ian, Piers, Jetties and Related Structures
Exposed to Waves: Guidelines for Hydraulic Loadings (Thomas Telford Publishing, London, 2004.
ISBN 0 7277 3265 X).

Page 83 of 83 GP 04-40
8 December 2011