PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The Fremantle Underwater Rock Mound – Preventing Ship Impact with the Fremantle Rail Bridge Peter Doust, Liam De Lucia, and Glen Pikor The Fremantle Underwater Rock Mound – Preventing Ship Impact with

the Fremantle Rail Bridge

Peter Doust1, Liam DeLucia1 and Glen Pikor2 1 M P Rogers & Associates Pty Ltd, Perth, Australia; p.doust@coastsandports.com.au

2 Fremantle Ports, Perth, Australia Summary Following two incidents where ships impacted with the Fremantle Rail Bridge, Fremantle Ports installed an underwater rock mound to provide a barrier to prevent future impacts. This extended abstract provides a summary of the design and construction of the structure including the assessment of the ability of the structure to stop a ship, the impact of the structure on the river, the structural design process, the construction challenges and the performance of the structure post construction. Keywords: navigation, vessel impact, coastal structures, sediment transport, safety. Introduction The Fremantle Rail Bridge (FRB) is located at the eastern end of the Fremantle Inner Harbour, which is Western Australia’s largest and busiest container and general cargo port. The FRB provides regular access across the Swan River for passenger and freight trains. Following two events where vessels in Port accidentally made impact with the FTB, Fremantle Ports (FP), in conjunction with the Public Transport Authority (PTA) (who own the FRB), decided that a protection structure was required to limit the risk of future vessel impacts. Vessel Impact Events The first incident occurred in 2011, where the 65m BP Bunker vessel, Parmelia, was caught in the flood tide when leaving Berth 12A and came into contact with the FRB causing damage to the mast supporting the overhead powerlines for the rail system. In 2014, a second incident occurred, where the 150m long general cargo carrier, AAL Fremantle, partially broke away from its mooring at Berth 12, before impacting the FRB, causing localised damage to the structure. This event occurred during a storm event with strong winds. A meteo-tsunami event also occurred which created a rapid change in water level and strong currents through the port. Further discussion of this event and the factors contributing to the vessel impact with the FBR are provided in [1] & [2]. Barrier Design Requirements A range of barrier options were considered to prevent a further collision, with the selected option being a rock structure. FP also made operational changes including installation of shoretension units to prevent vessels from breaking mooring lines and coming off the berths during storm events. The key requirements for the barrier included:

• To provide protection to the northern end of the FRB (The southern end is partially protected by the Wongara Shoal).

• Design vessels: Ro-Ro, Vehicle Carriers and Container Carriers up to 265m length and 80,000t displacement.

• Vessel Impact energy: 3,000kNm. • 50 year design life. • Structure to withstand the 100 year ARI flood

currents & tug wash. • The impacts of structure on hydrodynamics and

sediment movement to be acceptable. The Site The rock mound is located at the eastern end of the Inner Harbour in a water depth of around 6 to 10m. The harbour is at the mouth of the Swan-Canning estuary and therefore experiences strong tidal currents as well currents created by other meteorological processes (eg river flood events, meteo-tsunamis, storm surges etc). In addition to these currents, tug wash can create strong localised currents at the site.

Figure 1 Rock Mound Location Diagram

Functional Design of Rock Mound The ability of the structure to stop a ship before it reaches the FRB is related to the location, size and form of the barrier structure. The stopping capacity was assessed using results of physical model testing [3] as well as various calculations of a vessel

FRB UNDERWATER ROCK MOUND

BERTH 12

WONGARA SHOAL

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The Fremantle Underwater Rock Mound – Preventing Ship Impact with the Fremantle Rail Bridge Peter Doust, Liam De Lucia, and Glen Pikor displacing rocks as it penetrates and displaces the structure. A crest height of +0.8mLWMF was determined to provide an appropriate level of protection to enable grounding of the expected range of vessels. Structural Design Other than the ability of the structure to prevent a vessel from impacting the FRB, the structure needs to withstand the loads from currents and waves at the site. The critical design case was assessed to be when a tug was operating in close proximity to the rock mound which generates currents from the propellers in the order of 3 to 4m/s. The design currents and resulting armour rock grading was assessed using the PIANC Guidelines for Protecting Berthing Structures from Scour Caused By Ships [4]. The resulting design cross section is outlined below which comprises limestone armour rock over limestone core material.

Figure 2 Typical Cross-section of Rock Mound.

Physical modelling of the structure was completed at the Manly Hydraulic Laboratory in Sydney to further refine and optimise the rock design.

Figure 3 Physical Modelling of the stability of the Rock Mound at the Manly Hydraulics Laboratory.

Hydrodynamics & Sediment Transport Impacts To assess the impact of the structure on the hydrodynamics and sediment movement at the site a detailed numerical model was set up using Delft3D. The results of this modelling confirmed that the potential impacts from the installation of the structure could be managed. Construction The construction of the rock mound was completed by specialist marine contractor, TAMS, using a

range of marine barges and associated equipment. A split hopper barge was used to bulk place the core material, while a jackup barge and long reach excavator was used to trim the core and place the armour rock.

Figure 4 Construction of the Fremantle Underwater Rock Mound (Source: Fremantle Ports).

Post Construction Performance Fremantle Ports have completed regular hydrographic surveys of the riverbed sounding the structure to confirm the impacts following construction. The survey results have agreed well with the expected impacts from the modelling. Discussion and Conclusion In conclusion, the constructed rock mound provides a robust design which has greatly reduced the risk of large commercial ship impacts with the FRB. References [1] Pattiaratchi, C. B., Wijerante, E. M. S., 2015. Are Meteotsunamis an Underrated Hazard? Journal of Mathematical, Physical and Engineering Sciences. DOI:10.1098/rsta.2014.0377.

[2] Arup, 2014. Design Review Following Ship Impact on the 17th August 2014. Report 22322224-RB-REP-001.

[3] American Association of State Highway and Transportation Officials (AASH&TO) 2009. Guide Specifications and Commentary for Vessel Collision Design of Highway Bridges.

[4] PIANC, 2015. Guidelines for Protecting Berthing Structures from Scour Caused By Ships. Maritime Navigation Commission Report No. 180.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Getting even larger ships into the World’s largest bulk export port Ben Spalding, Mark McBride, Daniel Bruce

Getting even larger ships into the World’s largest bulk export port

Ben Spalding1, Dr Mark McBride2 and Mr Daniel Bruce2 1 HR Wallingford Pty Ltd, Australia; b.spalding@hrwallingford.com

2 HR Wallingford Ltd, Wallingford, UK Summary Western Australian based mining company, Roy Hill, wished to increase the size of vessels that call at their terminal in Port Hedland, to take advantage of economies of scale. In order to do so they needed to ensure that larger ships could safely manoeuvre to and from, and moor alongside their existing Stanley Point Berth 1. This is located in an area of Port Hedland with complex tidal flows and so HR Wallingford carried out a detailed assessment, including mooring feasibility, passing ship analysis and a navigation simulation study. The work clearly demonstrated the feasibility of the proposal. Keywords: ships, mooring, navigation, flow modelling, simulation. Introduction Western Australian based mining company, Roy Hill, wished to increase the size of vessels that call at their Stanley Point Berth 1 (SP1) in Port Hedland (see Figure 1), from 300m in length and 205,000 DWT to 330m in length and 250,000 DWT. To do so they needed to ensure that larger ships could safely manoeuvre to and from, and moor alongside their existing SP1, with another large ship moored at their adjacent berth, SP2. These berths are located in an area of Port Hedland with complex tidal flows and so HR Wallingford carried out a detailed assessment, including mooring feasibility, passing ship analysis and a navigation simulation study.

Figure 1 Ship moored alongside Roy Hill’s SP1 berth in Port Hedland Mooring feasibility A mooring feasibility assessment was conducted to determine practicable ship positioning and mooring arrangements for the design ships. The mooring feasibility assessment considered the following aspects:

• Loader arm reach for ships moored at both the SP1 and SP2 berths, to ensure that all ship holds could be accessed for cargo loading;

• Safe separation distances between ships moored at SP1 and SP2;

• Appropriate mooring line inclinations to ensure safe mooring;

• Adequate fender contact to ensure safe mooring;

• Investigate the use of crossed mooring lines between ships on berths SP1 and SP2 to ensure adequate separation and arrangements to ensure safe mooring (see Figure 2).

The mooring feasibility assessment resulted in a series of feasible mooring arrangements for the design ships, which were assessed using static and dynamic mooring analysis.

Figure 2 Typical mooring arrangement at Berth SP1 Static mooring assessment The static mooring assessment used tools to conduct wind sweep tests with varied wind speeds at 5° increments. A wind sweep assessment with ‘storm force’ winds was also undertaken, to assess mooring forces and motions at the berth. This part of the study considered: • Mooring line working load limit

• Fender rated reaction load

• QRH safe working load

• Surge and sway limits

• Winch brake slip.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Getting even larger ships into the World’s largest bulk export port Ben Spalding, Mark McBride, Daniel Bruce

The wind sweep analysis results for the mooring arrangement with crossed mooring lines showed that the maximum wind speed for safe mooring of a 250,000 DWT bulk carrier was 55 knots. The worst wind direction was from 285°N, which is an off berth, beam wind. Passing ship assessment The passing ship assessment was conducted using HR Wallingford’s dynamic mooring analysis tools PASSHIP and SHIPMOOR. A total of 3,192 scenarios were tested, which included the 250,000 DWT ship moored at SP1 being passed by a 180,000 DWT ship departing from either Berths SP2 or AP5. It also examined the 250,000 DWT ship passing a ship of the same size on Berth FIA. The study considered varying passing ship speeds, separation distances and the bathymetric profile. When comparing the different mooring layouts, the layout shown in Figure 2 was found to be superior at restraining sway. This was due to the better placement of breast lines, which were closer to being perpendicular to the berth. The results showed that surge motions were the limiting factor for acceptable passing speeds in the majority of cases for all mooring arrangements (see Figure 3).

Figure 3: Acceptable passing speeds for a 250,000 DWT VLOC moored at SP1 Navigation assessment A navigation simulation study was conducted using 3 integrated simulators to represent the ship and 2 of the 4 assisting tugs. The remaining tugs were centrally controlled in a realistic manner. Due to the additional displacement of the 250,000 DWT ships when compared to the existing maximum vessel size, the main focus was on the departure manoeuvre, with the ship in laden condition. A combination of standard and emergency scenarios were investigated in the maximum environmental limits set by the Pilbara Port Authority (see Figure 4).

The runs carried out during the simulation session demonstrated that it was feasible to conduct manoeuvres to and from Berth SP1 with a 250,000 DWT bulk carrier. Subsequently, all pilot training simulation sessions have conducted further successful scenarios for pilot and tug master familiarisation purposes.

Figure 4: 250,000 DWT ship departing SP1 during navigation simulation study Conclusions The following were concluded from the navigation and mooring studies: • Simultaneous mooring of 225,000 DWT

or 250,000 DWT bulk carriers at SP1 with a 180,000 DWT bulk carrier at SP2 was found to be feasible with a minimum 30m separation distance. This was providing that the loading arm at SP2 can suitably load the aft most hold, with a reach 2.8m to 4.0m to the centre of the aft most hold.

• Mooring arrangements for the 250,000 DWT bulk carrier have wind speed thresholds of at least 55 knots, with the limiting factor for the majority of cases being the mooring line forces.

• As the separation distance of the passing ship to the moored ship reduced, the maximum passing speed reduced. At the minimum considered passing distance of 70m, a maximum passing speed of 3.5 knots over the ground was found to be acceptable.

• From a navigation standpoint, the simulation session found that it was feasible to manoeuvre 250,000 DWT ships to and from Berth SP2 in Port Hedland.

References [1] PPA, “Port-of-Port-Hedland-Port-Handbook-2018-LowRes.pdf”, Port Hedland Port Handbook, 2018.

[2] PIANC, “Criteria for movements of moored ships in harbours”, Report of Working Group no.24, 1995.

[3] OCIMF, “Mooring Equipment Guidelines”, 4th Edition, 2018.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Case study: a strategic asset management plan for Aids to Navigation within Sydney Harbour Katrina Dodd, Matt Batman

Case study: a strategic asset management plan for Aids to Navigation within Sydney Harbour

Katrina Dodd1 and Matt Batman2

1 Royal HaskoningDHV, Sydney, Australia; Katrina.dodd@rhdhv.com 2 Port Authority of NSW; mbatman@portauthoritynsw.com.au

Summary A case study of the strategic asset management plan (SAMP) process for the Aids to Navigation (AtoNs) within Sydney harbour, NSW. Describing the process undertaken to build the plan, including technical, procedural, stakeholder engagement, legal, environmental and heritage components. Durability of such a plan is reliant of a clear set of measurements, and consistent data collection against these requirements. Case studies of unique AtoNs are included to show the variety of works within the project. Keywords: AtoNs, Navigation, Asset Management, Heritage. Introduction The Port of Sydney is one of the busiest thoroughfares in the Southern Hemisphere, servicing large commercial vessels such as tankers, container ships, ferries, cruise liners to yachts and rowing boats. Port Authority of New South Wales (Port Authority) and Transport NSW share responsibility for the Aids to Navigation (AtoNs) within the harbours of Sydney and Botany. They are delegated the responsibility of maintenance of Safety of Life at Sea (SOLAS) through their Port Safety Operating License (PSOL). Strategic asset management plan process Located both on land and in the water, the AtoNs in Sydney consist of obelisks, towers, poles, light houses, lights attached to other structures, and buoys. Port Authority has diligently maintained this complex assortment of AtoNs. Taking an asset plan from passive to strategic involves a change in management processes and planning. Reducing the risk to operational downtime, improvements to safety, and therefore improving the overall reliability of the AtoNs are the key performance indicators of the strategic plan. The planning process was split into three phases: • Understanding the existing assets. • Undertaking any repairs required to establish

a consistent baseline. • Establishing a proactive plan for the next

five years. Understanding the existing assets The aim of a baseline is to establish consistency in the way that each AtoN is documented. The quality of data available, and its usefulness, was assessed as follows: • Understanding the use of each AtoN. • Review of safe access plans.

• Undertaking a risk assessment on the usage. • Compliance to IALA standards for the light

colour, location and use. • Assessment of the residual life of the

structures and foundations using standardised WSCAM inspections.

• Assessment of the data available on the lights and power sources and determining residual life.

• Heritage assessments to document compliance requirements.

• Environmental testing for items such as asbestos or lead paint.

• Legal obligations for land usage, tenure or access requirements.

• Documenting the assets in a consistent way. Establishing a consistent baseline Once a consistent data set is available then a baseline was established. This level was determined to meet or exceed the reliability requirements determined by PSOL, or improve safety or accessibility. A series of works was then undertaken on elements deemed to not comply. Developing a long-term maintenance plan A successful strategic asset management plan needs to address more than just an engineering plan, and should include: • Standardised technical specifications and

drawings. • Reviews of new technology, updated materials

and equipment such as solar or remote monitoring, 3D modelling, kit of parts.

• Standardised regular inspections for structural and electrical.

• Thresholds for maintenance works established and programmed.

• Updated policies. • Training. • Updated contracts. • Legal documents for land usage and access

updated and extended. • Transition plans.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Case study: a strategic asset management plan for Aids to Navigation within Sydney Harbour Katrina Dodd, Matt Batman

• Review plans.

Example: Hornby Lighthouse Hornby Lighthouse is a historical structure and serves as the port entry into Sydney Harbour. The purpose of this lighthouse has not changed over time.

Figure 1: Hornby Lighthouse, source Port Authority. This beautiful and functional structure is subject to harsh conditions. An inspection of the structure has determined that it complies with the baseline condition. However, in the long-term strategic plan the exterior paint system needs to be replaced. Over time, various layers of paint have been applied to the stone, reducing the breathability and increasing moisture within the building. The strategic plan seeks to address both the long-term reliability of this structure as well as the heritage significance by establishing a program of works to remove the internal paint within the lighthouse, and repaint the exterior with paint that allows the stone to breath. The specification and methodology are being developed in consultation with an architect and heritage stoneworks consultant, and samples will be tested on site prior to repainting. Example: Goat Island AtoNs. Goat Island is situated in a unique location within the harbour and contains various AtoNs, from the tanker lead light, to day makers and lead lights out of Barangaroo. The main risk identified on Goat Island was the associated infrastructure deterioration, and exposure over time to land erosion. In collaboration with National Parks and Wildlife, a strategic plan of works which will be mutually beneficial to both the reliability of the AtoNs as well as Goat Island infrastructure was developed. Legal, environmental and technical compliance with various stakeholders was required.

Figure 2: Location of Goat island, source Google Earth.

Figure 3: Goat Island circa 2007, source Google Earth.

Figure 4: Goat Island circa 2008, source Google Earth.

Figure 5: Goat Island circa 2018, source Google Earth. Conclusion Although a reactive maintenance plan meets the PSOL objectives, the strategic maintenance plan exceeds them. Computerised methods of management of the data were established and methods of measurements against the strategic objectives set, demonstrating continued compliance.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Influence of sway and yaw coupling on roll modelling Mohammadreza Javanmardi, Filippo Nelli

Influence of sway and yaw coupling on roll modelling

Mohammadreza Javanmardi1 and Filippo Nelli2 1 OMC International, Melbourne, Australia; m.javanmardi@omcinternational.com

2 University of Melbourne, Melbourne, Australia Summary This paper investigates the modelling of ship roll motion and its coupling with sway and yaw motions. For this purpose, the coupled nonlinear equations of motion in roll is presented. The special cases of coupled roll-saw-yaw and purely roll equations of motion are obtained from the general formulation. The exciting forces/ moments, coupled damping and restoring coefficients of roll-sway-yaw motions for two different bulk carriers in different loading conditions and water depths are calculated. Then the roll response amplitude operator (RAO) for coupled roll-saw-yaw and purely roll cases are calculated and compared. It is concluded that the correlation between sway, yaw and roll responses is strongly dependent on loading condition. Keywords: roll response amplitude operator, motion coupling, transverse motions. Introduction The precise prediction of vessel motion response and hydrodynamic behaviour is very essential for different purposes specially for the safe transit in shallow waters and ship stability. Any mistake in the motion prediction can causes irreversible disaster. Operating in shallow water requires accurate estimation of vertical vessel responses, due to heave, pitch and roll to incident waves and consequently change in vessel draft. Generally, ship advancing with forward speed and arbitrary heading in train of random waves will experience six degrees of freedom. The ship motion can be considered as three translational components, surge, sway and heave, and three rotational components, roll, pitch and yaw as shown in Figure 1.

Figure 1: Ship schematic diagram showing the six degrees of freedom For an arbitrary shaped vessel, six nonlinear equations of motion must be solved simultaneously, while for slender vessels operating in low to moderate sea states it is possible to assume that the ship motions will be small and develop a linearized theory. Additionally, the six nonlinear equations reduce to two sets of three linear equations for ships which are symmetry along longitudinal axis. The longitudinal motions including surge, heave and pitch are uncoupled from the transverse motions (sway, roll and yaw). Several methods have been developed to predict the vessel response to the incident waves. For a considerable time, model tests have been the most reliable method for determining ship reactions in waves. To investigate and predict hydrodynamic

performance of ships and offshore structures, Computational Fluid Dynamics or seakeeping computer codes based on potential theory play an increasingly important role. Recently, work on modelling the non-linear aspects of seakeeping using time-domain methods has become more common. Strip theory is the method most widely used to predict ship motions and it gives reasonably accurate results over wide range of parameters. However, in transverse motions only roll has effect on the ship vertical displacement, but due to the coupling with sway and yaw, all other motions should be solved. In this study NEMOH is used to investigate the influence of sway and yaw coupling in roll prediction. NEMOH is employed as a numerical solver for computations of first order hydrodynamic coefficients in the frequency domain. Once NEMOH calculated all the required loads and hydrodynamic characteristics, a post-processing script runs in order to solve the equation of motions and calculates the response amplitude operator (RAO). To investigate the correlation of sway and yaw motions with roll prediction, uncoupled and coupled roll RAOs are calculated and compared together. 1. Equations of Motion The transverse motions of a ship at sea can be mathematically modelled by the following equations:

𝑠𝑤𝑎𝑦: (𝑀 + 𝐴22)�̈�2

− (𝐴24 − 𝑀𝑧𝑐)�̈�

4+

𝐴26�̈�6

+ 𝐵22�̇�2

+ 𝐵24�̇�4

+ 𝐵26�̇�6

= 𝐹2

(1)

roll: (𝐼44 + 𝐴44)�̈�4

+ (𝐴46 − 𝐼46)�̈�6

+ (𝐴42 −

(𝐴24 − 𝑀𝑧𝑐)�̈�

2+ (𝐵44�̇�

4+ 𝐵46�̇�

6+ 𝐵42�̇�

2) +

𝐶44𝜂4

= 𝐹4

(2)

𝑦𝑎𝑤: (𝐼66 + 𝐴66)�̈�6

+ (𝐴64 − 𝐼64)�̈�4

+

𝐴62�̈�2

) + (𝐵66�̇�6

+ 𝐵64�̇�4

+ 𝐵62�̇�2

) = 𝐹6 (3)

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Influence of sway and yaw coupling on roll modelling Mohammadreza Javanmardi, Filippo Nelli

Where 𝐹𝑗(𝑡), 𝑗 = 2,4,6 are the exciting forces/ moments acting in/ about the axes. M is mass of the vessel and 𝐼𝑗𝑗 , 𝑗 = 4,6 are the moment of inertia around the x and z axes. 𝐼46 = 𝐼64 is roll-yaw product of inertia. 𝑧𝑐 is the vertical coordinate of centre of gravity and �̈�𝑗(𝑡) is the acceleration in the jth degree of freedom. As shown in Equations 1~3, sway, roll and yaw are coupled motions and all three equations should be solved simultaneously. If the effect of sway and yaw coupling terms in roll equation become ignorable, then there is a chance to decouple the roll equation from others:

𝐼44�̈�4 + 𝐵44�̇�4 + 𝐶44𝜂4 = 𝐹4 (4) 2. Results and discussions To get an insight into the effect of coupling term on roll motion, two bulk carriers with different loading conditions are considered. Table 1 presents main particulars of the considered vessels. In this study the NEMOH software utilised to compute required parameters of three different loading conditions (metacentric heights) in two water depth conditions presented in Table 1. Figure 2 ~Figure 4 present the roll RAOs for vessel A and B calculated by Equations 1~3 (coupled) and Equation 4 (Uncoupled) at 90 degrees incident angle in deep and shallow water conditions for 7 knots forward speed. Table 1: Vessel main particulars

Vessel A Vessel B LBP (m) 174 270 Beam (m) 32.2 48 Draft (m) 12 14 Displacement (t) 54000 152000 GM (m) 2, 4, 6 2.9, 4.3, 8.5 Speed (kn) 7 7 Depth-on-draft ratio

1.2, 10 1.2, 10

Figure 2: Coupled and uncoupled roll RAO for vessel A with different GMs at 90 degrees incident angle in deep water

Figure 3: Coupled and uncoupled roll RAO for vessel A with different GMs at 90 degrees incident angle in shallow water

Figure 4: Coupled and uncoupled roll RAO for vessel B with different GMs at 90 degrees incident angle in deep water

Figure 5: Coupled and uncoupled roll RAO for vessel B with different GMs at 90 degrees incident angle in shallow water 3. Conclusion According to the results for vessel A and B, it can be seen that sway and yaw have significant effect on the vessel roll response in shallow water and the correlation between the motions are more noticeable with decreasing metacentric height. On the other hand, the coupling effect on the roll response is insignificant in deep water and this effect is more ignorable for larger metacentric height.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tug Vector Force Balance Solver for Operational Towage Support Timothy Womersley, Alex Harkin and Masoud Rahimian

Tug Vector Force Balance Solver for Operational Towage Support

Timothy Womersley1, Alex Harkin2 and Masoud Rahimian3

1 Engineering Manager, Seaport OPX, Melbourne, Australia; tjw@dhigroup.com 2 Floating Structures Expert, Seaport OPX, Gold Coast, Australia;

Project Engineer, Seaport OPX, Melbourne, Australia

Summary Swinging of vessels is a complicated port operation involving multiple port stakeholders and integration of the particulars of the swinging vessel, available towage resources and the environmental forcing variables. To support the safety and efficiency of the scheduling and execution of vessel swing manoeuvres, a novel, physics-based tug vector force balance solver has been developed and integrated into a towage support module in the NCOS Online vessel traffic management system. The towage support module enables safe swing windows and associated towage resourcing for individual vessels to be robustly calculated out to 7 days in advance. Keywords: Bollard Pull, Towage, NCOS, Operational Introduction Swinging of vessels is a complicated port operation involving multiple port stakeholders (vessel traffic service (VTS), pilots, towage operators), the particulars of the swinging vessel, available towage resources (bollard pull) and the interaction of environmental forcing variables (currents, wind and tide) [1]. The consideration of safe swing windows and associated minimum towage resource requirements in a port are conventionally managed through a series of simple ‘port rules’ dictating various wind and current speed and tide thresholds and vessel classes (usually defined by DWT). These rules are in-turn typically devised from the results of full bridge simulations involving a small subset of potential vessel scenarios (type, size, draft, windage) and discrete environmental forcing scenarios (wind, current and tide). Consequently, it is argued in this paper that managing the safety of vessel swing manoeuvres based on traditional ‘port rules’ approaches can result in the following: - high mental workload on VTS and pilots to apply the port rules in an real world operational context; - conservative swing rules that may unreasonably limit operational flexibility and require excessive towage resourcing; and - fail to provide appropriately conservative guidance for new classes of vessel or loading conditions and/or untested environmental forcing scenarios. An improved approach to the safe scheduling and calculation of minimum towage resourcing has therefore been developed using a novel, physics-based tug vector force balance solver that is designed to operate in parallel to traditional ‘port rules’ swing safety guidance.

A description of the equational framework and example of the deployment of the resulting towage support module in NCOS Online to assist Flinders Ports manage the safe swing of post-panamax container vessels in the Outer Harbour – Port Adelaide is presented. Equational Framework NCOS represents a new breed of operational vessel traffic management systems that use a physics- based engine converging on the sophistication of Full Bridge Simulators [2]. NCOS is therefore able to provide operational decision support for all potential constraining aspects of a vessel port call including under keel clearance, navigability, mooring and towage resourcing for swing and berth manoeuvres. The NCOS tug vector force balance solver is based on the quasi-steady calculation of the tug vector forces and moments required to maintain a simulated vessel swing at the target vessel rotation rate, whilst it is subject to the external environmental forcing of wind and currents as shown on Figure 1.

Figure 1 Forces and moments applied on the vessel during swing to calculate the tug vector force balance

The external environmental forces Fx env and Fy env are calculated from hydrodynamic and windage drag formulations in Equation 1 to 3 and converted

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tug Vector Force Balance Solver for Operational Towage Support Timothy Womersley, Alex Harkin and Masoud Rahimian

to moments based on tug attachment lengths Lx and Ly.. Equation 4 describes the vessels rotational inertia (𝑀𝑧,𝑖) required to maintain a certain swing speed and Equations 5 to 7 describe the total forces on the vessel.

𝐹𝑥,𝑒𝑛𝑣 =1

2. 𝐶𝑥(𝜃𝑤). 𝜌𝑤. 𝐵. 𝑇. 𝑉𝑤

2 +1

2. 𝐶𝑥(𝜃𝑎). 𝜌𝑎. 𝐴𝑥,𝑎. 𝑉𝑎

2 (1)

𝐹𝑦,𝑒𝑛𝑣 =1

2. 𝑦(𝜃𝑤). 𝜌𝑤. 𝐿𝑝𝑝. 𝑇. 𝑉𝑤

2 +1

2. 𝐶𝑦(𝜃𝑎). 𝜌𝑎. 𝐴𝑦,𝑎. 𝑉𝑎

2 (2)

𝑀𝑧,𝑒𝑛𝑣 =1

2. 𝐶𝑛(𝜃𝑤). 𝜌𝑤. 𝐿𝑝𝑝2. 𝑇. 𝑉𝑤

2 +

1

2. 𝐶𝑛(𝜃𝑎). 𝜌𝑎. 𝐴𝑦,𝑎. 𝐿𝑝𝑝. 𝑉𝑎

2 (3)

𝑀𝑧,𝑖 = (𝐼 + 𝐼𝑎). 𝛼 (4)

𝐹𝑥,𝑡𝑜𝑡 = 𝐹𝑥,𝑒𝑛𝑣 + 𝐹𝑥,𝑡𝑢𝑔1 + 𝐹𝑥,𝑡𝑢𝑔2 (5)

𝐹𝑦,𝑡𝑜𝑡 = 𝐹𝑦,𝑒𝑛𝑣 + 𝐹𝑦,𝑡𝑢𝑔1 + 𝐹𝑦,𝑡𝑢𝑔2 (6)

𝑀𝑧 𝑡𝑜𝑡 = 𝑀𝑧,𝑒𝑛𝑣 + 𝑀𝑧,𝑖 + 𝐹𝑥,𝑡𝑢𝑔1. 𝐿𝑥 +

𝐹𝑥,𝑡𝑢𝑔2. 𝐿𝑥 + 𝐹𝑦,𝑡𝑢𝑔1. 𝐿𝑦 + 𝐹𝑦,𝑡𝑢𝑔2. 𝐿𝑦 (7)

Ax and Ay are frontal and lateral vessel areas, respectively. 𝜌 is density, V is velocity and 𝜃 is angle of attack. Index a represents air/wind and index w represents water/current. I is the vessel moment of inertia, Ia is the added moment of inertia and α is the angular acceleration. The solver determines the quasi steady tug force vectors required to balance the external forcing and moments such that:

Σ𝐹𝑥. , Σ𝐹𝑦 . , Σ𝑀𝑧𝑡𝑜𝑡 . = 0 (8)

Evaluation of the quasi steady tug vector force magnitudes and orientations with the bollard pull and number of the available towage resources enables the safe swing windows and the minimum towage resourcing to be calculated for each unique vessel transit. Study Area The tug vector force balance solver has been deployed within a towage support module in the NCOS Online system for Flinders Ports at Port Adelaide. The towage support module is used to determine safe swing windows and minimum towage resourcing for post-panamax container vessels at the Outer Harbour swing basin. An example of the instantaneous tug vector force balance for the MSC Antalya (IMO 9605152) post-panamax container vessel in the Outer Harbour swing basin is shown in Figure 2. The vessel is subject to forecast 14.6kt easterly winds and 0.2kts southwest going currents.

Figure 2 Tug Vector (Green) force balance of forces and moments (white) during swing of MSC Antalya.

Discussion The NCOS towage support operable swing windows (dark blue) are compared to the conventional port swing rules (light blue) for Port Adelaide in NCOS Online. Figure 3 shows that in general, the NCOS towage support operable swing windows are slightly less restrictive than the port rules, suggesting that from a gross towage bollard pull perspective, additional capacity is available to swing vessels under wider range of environmental forcing scenarios. However, under some combinations of environmental forcing scenarios or unique vessel loading conditions, the NCOS windows can be smaller, or offset in time compared to the port rules. In these instances, NCOS provides a valuable check on the safety of scheduled swing manoeuvres for the VTS and Pilots.

Figure 3 Comparison of operable swing windows between ‘port rules’ (light blue) and those calculated by NCOS (dark blue) for two vessel transits

Conclusion A robust, physics-based method to calculate safe swing windows and minimum towage resourcing has been developed and deployed for Port Adelaide. The towage module assists Flinders Ports ensure the safety and efficiency of its operations at all times. References [1] The Standard (2012). A Master’s Guide to: Berthing, 2nd edition, pp. 10-13.

[2] Mortensen, S. (2017). An Improved Integrated Approach for Optimizing Shipping Channel Capacity for Australian Ports. Cairns: Coasts & Ports 2017 Conference.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Seagrass decline and coastal development at the Cocos (Keeling) Islands Joanna Buckee and Yasha Hetzel

Seagrass decline and coastal development at the Cocos (Keeling) Islands

Joanna Buckee1 and Yasha Hetzel2 1 Murdoch University, Western Australia; jo.buckee@tla.net.au

2 University of Western Australia Summary Freight and passenger facilities were constructed in a seagrass habitat at the Cocos (Keeling) Islands from 2009 to 2012. Despite extensive baseline environmental studies and construction monitoring, seagrass declined during the extended construction period, and by 2016 there was widespread loss of this habitat. Monitoring data, meteorological and oceanographic records were examined to document the decline of seagrass in relation to coastal development pressures, meteorological, oceanographic and ecological drivers. Keywords: Seagrass monitoring, dredging, artificial island construction, lagoon die-off events Introduction The Cocos (Keeling) Islands is tropical atoll and remote territory of Australia, approximately 2600 kilometres from the Australian mainland. The islands are subject to Australian Federal environmental legislation and regulation to mainland standards. Environmental approval for the construction of a freight and passenger terminal in the Cocos lagoon at Rumah Baru (Figure 1) was obtained in 19991. Construction management planning2,3 was based on the impact assessment of an expected 12-week dredging campaign. Due to extended financial and contractual delays, construction did not commence until the end of 2009 and logistical constraints and equipment failure resulted in dredging and island construction extending from August 2009 to September 2011 (> 2 years). The development included the dredging of an approach channel and turning basin, the creation of an offshore island to provide a leeward shore for operations, and a piled structure to reduce shoreline impacts from littoral transport processes. The development was within seagrass beds consisting of Thalassia hemprichii, a meadow forming species and mixed algal assemblage dominated by Caulerpa sp. Cocos Lagoon has a long history of “die-off” events which result in coral mortality and fish kills associated with anoxia4. Reported drivers include high sea surface temperature (SST), extended periods of calm / low windspeed and heavy rainfall5. Changes in water quality and loss of seagrass in the vicinity of the Rumah Baru were noted in 20166, with widespread loss evident by 2013 as shown by satellite imagery (Figure 2). Seagrass monitoring sites were revisited in 2018 and 2020 to record seagrass cover. Seagrass baseline, construction monitoring and post construction data are presented to show seasonality in cover, baseline interannual variability and loss over time.

Figure 1 Location map showing the position of the Rumah Baru development and extent of sea monitoring (red rectangle)

Methods Environmental monitoring data was obtained via the Commonwealth of Australia (the proponent) by a Freedom of Information request. Seagrass data between for the baseline phase (1996 to 2009; 13 surveys), construction phase (2009 to 2011, 10 surveys) and post construction phase (1 survey) were extracted from reports and collated into a database with over 5000 records of seagrass cover. Techniques varied but were essentially quadrat-based estimates of cover. Seagrass and macroalgal data were analysed to describe seasonally and interannual variability, and change in cover over time. Water quality data obtained during baseline and construction phases were also examined.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Seagrass decline and coastal development at the Cocos (Keeling) Islands Joanna Buckee and Yasha Hetzel

Figure 2 Satellite image of West Island showing widespread reduction in seagrass cover between December 2010 and September 2013 (Source: Google earth).

Potential meteorological and oceanographic drivers of change were investigated using observations and atmospheric model reanalysis. Synoptic and hourly observation data were obtained from the Australian Bureau of Meteorology. Hourly wind and air temperature data from the ECMWF ERA5 atmospheric reanalysis7 were used to derive monthly air temperature and scalar wind speed anomalies based on a 1993-2016 climatology. ESA-CCI v2.1 gap-free multi-sensor daily (Level 4) 5 km resolution satellite sea surface temperature (SST) data were used for the period (1982-2016)8,9 and Level 4 MUR SST10 were used for 2017-2019 where ESA-CCI data were unavailable. Results and Conclusions This investigation provides a timeline of dredging and construction activities, water quality and potential climate drivers in relation to changes in seagrass and macroalgal cover over time. The extensive area of loss suggests lagoon-scale drivers of change, and analysis of oceanographic and meteorological data showed extreme calm conditions and elevated air and sea temperatures during the construction period. Attribution of decline in seagrass is considered in detail, with the both development pressures (Figure 3) and climate drivers playing a part. Impact prediction did not anticipate the extended dredging and construction period, underestimated impacts from Island construction and did not consider long term alteration to water quality due to resuspension of fine sediments once the facility became operational. The loss of seagrass at Cocos is of serious concern because of its ecosystem services, in particular it’s critical role as juvenile fish habitat and sea turtle food source. The study supports observations of

decline in tropical seagrasses globally, with no single factor being solely responsible but a combination of stressors: “death by a thousand cuts” and cascading impacts as the system loses its ability to trap sediment. References [1] Gutteridge Haskins and Davey (2002) Proposed Freight and Passenger Facilities for the Cocos (Keeling) Islands. Environmental Management Plan. Prepared for Commonwealth Department of Transport and Regional Services. November 2002.

[2] Maunsell (2003). Environmental Investigations for the proposed freight and passenger facilities at Rumah Baru. Report to GHD. November 2003

[3] Oceanica (2009) Rumah Baru Freight and Passenger Facilities, Cocos (Keeling) Islands Construction Environmental Management Plan. Prepared for Wylie & Skene, May 2009

[4] Hobbs, J P and Mc Donald (2010) Increased seawater temperature and decreased dissolved oxygen triggers fish kill at the Cocos (Keeling) Islands, Indian Ocean. ournal of Fish Biology 77, 1219–1229.

[5] Evans, S.N., Konzewitsch, N. and Bellchambers, L.M. (2015) An update of the Department of Fisheries, Western Australia, Invertebrate and Reef Health Research and Monitoring at Cocos (Keeling) Islands. Fisheries Research Report No. 272, 2016

[6] Whiting, S. (2016) The Sea Turtle Resources of the Cocos (Keeling) Islands, Indian Ocean. Report to Parks Australia Staff Cocos (Keeling) Islands Year 14: April 2016.

[7] Hersbach, H, Bell, B, Berrisford, P, et al. (2020) The ERA5 global reanalysis. Q J R Meteorol Soc. 2020; 146: 1999– 2049

[8] Good, S.A.; Embury, O.; Bulgin, C.E.; Mittaz, J. (2019) ESA Sea Surface Temperature Climate Change Initiative (SST_cci): Level 4 Analysis Climate Data Record, version 2.1. Centre for Environmental Data Analysis, 22 August 2019.

[9] Merchant, C.J., Embury, O., Bulgin, C.E., Block, T., Corlett, G.K., Fiedler, E., Good, S.A., Mittaz, J., Rayner, N.A., Berry, D., Eastwood, S., Taylor, M., Tsushima, Y., Waterfall, A., Wilson, R. and Donlon, C. (2019), Satellite-based time-series of sea-surface temperature since 1981 for climate applications. Scientific Data 6, 223

[10] Chin, Toshio Michael, Jorge Vazquez-Cuervo, and Edward M. Armstrong. (2017) A multi-scale high-resolution analysis of global sea surface temperature. Remote sensing of environment 200 (2017): 154-169. https://doi.org/10.1016/j.rse.2017.07.029

[11] Oceanica (2010d) Rumah Baru Freight and Passenger Terminal, Biota survey April 2010, report prepared for Wylie & Skene (VDM), April 2010.

Figure 3 (Source: [11]). Photograph taken during dredging and construction of the Rumah Baru offshore island in April 2010.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Remote sensing of marine & coastal turbidity – a cost effective solution for the maritime industry James Keating, PhD

Remote sensing of marine & coastal turbidity – a cost effective solution for the maritime industry

James Keating, PhD

1Hydrobiology WA Pty Ltd, Marine & Coastal Sciences; james.keating@hydrobiology.biz Summary Remote sensing is a valuable tool with application in water quality monitoring. Often continuous in-situ programs are either too expensive, or too complex to maintain. In this abstract we present a series of case studies, which offer real world example of the benefits, and the pit-falls of this approach. Keywords: Turbidity, water-quality, remote sensing, Sentinel-2, Landsat Introduction Turbidity is a water quality parameter that is considered important in determining the health of an ecosystem (Nechad, et al., 2009). Although turbidity is just an optical property of water, it is often proportional to Suspended Sediment Concentrations (SSCs), which can negatively affect water supply, aquatic life, fisheries, and even navigation (Rasmussen, et al., 2009). The implementation of regular water quality monitoring programs can allow us to assess the health of a water body and the ecosystems dependent on it (Tu, et al., 2017). These monitoring programs are especially useful after environmental accidents because the data gathered can be used to evaluate the extent of damages, as well as to quantify recovery rates (Fernandes, et al., 2016). Establishing monitoring programs, however, can be costly to run, particularly in areas of heavy shipping traffic, remote locations or across geopolitical boundaries. Furthermore, historical data may not always be readily available for the area of interest (Olmanson, et al., 2008), and measurements may not be taken consistently through space and time, which limits our ability to establish if any changes in measurements are truly due to temporal or spatial changes, or simply due to differences in the design of the sampling campaign (Tu, et al., 2017). Practical applications – complex environments Hydrobiology is an environmental consultancy with offices in Perth, Brisbane, Singapore, Port Moresby and Vitória and has developed low cost, remote-sensing programs that meet the criteria for marine environmental monitoring across a variety of complex port, dredging, construction, mining and oil & gas projects. We present a series of case-studies (e.g. Singapore, Figure 1) identifying both the benefits of, and the limitations for the application of remote-sensing to monitor turbidity at smaller spatial scales (i.e. port, harbour, estuary etc). There are a variety of approaches to this, but the underlying concepts required to deliver rigorous, ground-truthed data are shown in Table 1.

Figure 1 Turbidity mapping within port limits, as derived from band-4 of the Sentinel 2 (L2A).

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Remote sensing of marine & coastal turbidity – a cost effective solution for the maritime industry James Keating, PhD

Table 1 - Basic concepts underlying in-situ and remotely sensed turbidity monitoring.

Feature Requirements Calibration Calibrate multi-spectral

imagery with in-situ turbidity (YSI Probe), ex-situ Total Suspended Solids (TSS) readings and ADCP estimates of TSS

Baseline data In-situ turbidity and TSS readings to be taken across random transects in the areas of interest with and without sediment plumes

Diverse climatic conditions

To be taken over several days in different sea state conditions (ie, sun angle, glint, wind shear etc)

Fonts Unique algorithm/s will be established

Validation Constant validation will be undertaken throughout project

Data visualisation

Data is not information until its been interpreted and reported. Hydrobiology offer web-based dashboards

A cohesive picture for informed decisions Multispectral, remotely sensed data can be used to calculate a variety of indices to enhance the delineation of turbid vs waters of higher clarity. This allows comparisons over time via change detection mapping and turbidity and/or TSS maps can be quickly processed using the calibration data from the physical water sampling program (Figure 2). Higher resolution data is available from the UAVs, but unfortunately maritime security concerns, aviation and other limitations currently reduce the opportunity to capture these data. Where possible, it is recommended that calibration quality can be enhanced by using historical water quality data and suitable satellite imagery to extend the calibration time series. Often this information can be gleamed from scientific journal articles, government reports and/or unpublished grey-literature. But data is still just that, data, until it is quality controlled, processed, interpreted and reported. We present a series of data visualisations, web-dashboards and daily status reports which have been refined from client input in real world applications.

Figure 2 - Remotely sensed turbidity calibrated from in-situ measurement provides a baseline, that can be used to calibrate historical imagery with a measure of error.

References Fernandes, G. W., Goulart, F. F., Ranieri, B. D., Coelho, M. S., Dales, K., Boesche, N., . . . Soares-Filho, B. (2016). Deep into the mud: Ecological and socio-economic impacts of the dam breach in Mariana, Brazil. Brazilian Journal of Nature Conservation, 14, 35-45. Nechad, B., Ruddick, K. G., & Neukermans, G. (2009). Calibration and validation of generic multisensor algorithm for mapping of turbidity in coastal waters. Remote Sensing of the Ocean, Sea Ice and Large Water Regions. Olmanson, L. G., Bauer, M. E., & Brezonik, P. L. (2008). A 20-year Landsat water clarity census of Minnesota's 10,000 lakes. Remote Sensing of Environment, 4086-4097. Rasmussen, P. P., Gray, J. R., Glysson, G. D., & Ziegler, A. C. (2009). Guidelines and procedures for computing time-series suspended-sediment concentrations and loads from in-stream turbidity-sensor and streamflow data. In Book 3: Applications of Hydraulics (p. 52). Reston, VI, USA: U.S. Geological Survey. Tu, M.-C., Smith, P., & Filippi, A. (2017). Variance Inflation Factor-Based Forward-Selection Method for Water-Quality Estimation via Combining Landsat TM, ETM+, and OLI/TIRS Images and Ancillary Environmental Data. preprints.org. doi:10.20944/preprints201710.0108.v1

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Environmental DNA: One step beyond classic biota monitoring in Australian ports Manjeeti Juggernauth

Environment DNA: One step beyond classic biota monitoring in Australian ports

Manjeeti Juggernauth Hydrobiology Pty Ltd, Western Australia, Australia; manjeeti.juggernauth@hydrobiology.biz

Summary

Biota monitoring in ports is increasingly needed for biosecurity reasons and safeguarding marine biodiversity from biological invasion. However, practical methods to monitor biodiversity are often inefficient, environmentally destructive, labour-intensive or require significant resources. Environmental DNA (eDNA) isolated from water, sediment, settlement plates or bio-foul provides an alternative way to detect for invasive species in ports, ballast or on the hull of a ship, via eDNA metabarcoding. The eDNA metabarcoding approach to invasive species surveys has many benefits over traditional monitoring as it is cost-effective, timesaving, non-invasive to the environment and does not require significant labour.

Keywords: Environmental DNA, biosecurity, invasive species.

Introduction

Marine pests are of increasing biosecurity concerns in ports and marinas as these pose a potentially high risk to human health, the marine environment and the commercial interests operating within that environment [1, 2]. Marine pests are alien invasive species (AIS) that are introduced to Australian waters and translocated inside our waters by a variety of means; including ballast water discharged by commercial shipping, bio-fouling on hulls and inside internal seawater pipes of commercial and recreational vessels, aquaculture operations (accidentally and intentionally), aquarium imports, as well as marine debris and ocean currents [7].

The early detection of AIS is of utmost priority and can be accomplished by biota monitoring in ports which rely predominantly on conventional sampling and visual taxonomic identification of biota. There are different protocols recommended for ports surveys and all of them are based on final taxonomic assessment from experts.

A recent innovative technique for total biodiversity assessment and detection of AIS in ports is environmental DNA (eDNA) metabarcoding. eDNA refers to a complex mixture of genomic DNA present in biological samples as a by-product of metabolic process. It can be derived from multiple sources such as: faeces, urine, skin, hair, saliva and whole microorganisms, which can be extracted and analysed from the environment non-invasively.

The main objective is to explore the major advantages of using eDNA as a biodiversity monitoring approach to assist in early detection of AIS over the use of conventional monitoring methods.

Methodology

An extremely simplified eDNA sampling methodology includes the collection of only five 1-Litre bottles of sea water per sampling location,

followed by metabarcoding (high-throughput sequencing and DNA-based species identification).

Major advantages

By comparing the efficiency of eDNA metabarcoding with conventional techniques for detection of AIS, demonstrates that molecular based techniques can outperform the efficiency of conventional methods, while reducing detection time [6]. Early detection of first AIS colonisers, is paramount for port biosecurity monitoring. Although initially low in abundance, it is critical in the successful eradication of AIS before they become established and are difficult or logistically unfeasible to eradicate [5].

Traditionally, port monitoring is conducted by visual inspection of high-risk vessels using morphological identification methods, that often requires boat time, significant labour and resources, can usually only detect mature species and are often environmental destructive (e.g. trawls). In contrast, eDNA metabarcoding is extremely cost-effective. Water sampling for eDNA metabarcoding, is not labour-intensive and is a simple task that requires no longer than 10 minutes, as opposed to 2 hours of conventional sampling methods.

The individual organisms which are sampled may exhibit ambiguous phenotypes, especially in species with phenotype plasticity and cryptic species that may make recognition through conventional taxonomy problematic. eDNA metabarcoding can remove the uncertainty of their taxonomic status in such situations.

Case Study

Following a major iron ore dam failure in the state of Espirito Santo (Brazil), the dam tailings reached into the Atlantic Ocean via the river, Rio Doce. Since October 2018, Hydrobiology has conducted an ongoing bi-annual multidisciplinary monitoring program in the marine and coastal regions

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Environmental DNA: One step beyond classic biota monitoring in Australian ports Manjeeti Juggernauth

adjacent to the river mouth of the Rio Doce (impacted study area) and the Rio Jequitinhonha (reference study area) to assess the recovery of ecology of the study area and assess the assess the human health and ecological risk post dam failure [3, 4]. The eDNA metabarcoding analysis and the conventional trawling was two of the multiple sampling methods used through this monitoring program.

In this abstract, the performance of the two methods of sampling are specifically assessed by comparing the species richness results obtained from both methods, as a measure of biodiversity, over two consecutive late wet and late dry seasons in May 2019 and October 2019 respectively [3, 4]. It is observed in Figure 1 and Figure 2 that the species richness was considerably higher by using the eDNA metabarcoding analysis than using the trawling method regardless of the sampling season and the study area.

Figure 1 A chart of species richness in the marine and coastal area adjacent to the river mouth of Rio Doce in May 2019 and October 2019 (Source: [3, 4]). The species richness results obtained using eDNA metabarcoding and trawling are compared for two consecutive sampling seasons. This comparison illustrates the effectiveness of the two methods of sampling for assessing biodiversity.

Figure 2 A chart of species richness in the marine and coastal area adjacent to the river mouth of Rio Jequitinhonha in May 2019 and October 2019 (Source:

[3, 4]). The species richness results obtained using eDNA metabarcoding and trawling are compared for two consecutive sampling seasons. This comparison illustrates the effectiveness of the two methods of sampling for assessing biodiversity.

It is clear the eDNA sampling method is a more time efficient and cost-effective way requiring less effort to assess the biodiversity of both the impacted and reference study areas respectively as compared to the trawling method.

Conclusion

The eDNA metabarcoding has many benefits over traditional monitoring. Creating biotic audits of the taxa present in a sample and cross referencing against a custom database of AIS can target detection of particular pest species. A full biotic audit also allows for comparison against species previously recorded in an area. Finally, if an AIS is detected, monitoring eDNA over time can be used to determine the extent of spread and impact.

References

[1] Borrell, Y. J., Miralles, L., Do Huu, H., Mohammed-Geba, K. and Garcia-Vazquez, E. (2017). DNA in a bottle – Rapid metabarcoding survey for early alerts of invasive species in ports. PLoS ONE 12(9): e0183347.

[2] Hayes, K., Sliwa, C., Migus, S. McEnnulty, F. and Dunstan, P. (2005). National priority pests: Part II Ranking of Australian marine pests. An independent report undertaken for the Department of Environment and Heritage by CSIRO Marine Research.

[3] Hydrobiology (2019a). Marine and coastal survey in the marine and coastal regions adjacent to the river mouth of Rio Doce and Rio Jequitinhonha, late wet season, May 2019. Unpublished technical report.

[4] Hydrobiology (2019b). Marine and coastal survey in the marine and coastal regions adjacent to the river mouth of Rio Doce and Rio Jequitinhonha, late dry season, October 2019. Unpublished technical report.

[5] Simberloff, D. (2003). Eradication – preventing invasions at the outset. Weed Science, 51, pp247-253.

[6] Valentini, A., Taberlet, P. Miaud, C., Civade, R. Herder, J. and Thomsen, P. F. (2016). Net-generation monitoring of aquatic biodiversity using environmental DNA metabarcoding. Molecular Ecology, 25(4): 929-942.

[7] Wells, F. E. McDonald, J. I. and Huisman, J. M. (2009). Introduced marine species in Western Australia. Fisheries Occasional Publications No. 57. Department of Fisheries, Western Australia, pp97.

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PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Approaches Taken to Navigate Conflicting Economic, Social and Environmental Aspects: A Case Study from Exmouth Gulf, Western Australia Spencer Shute

Approaches Taken to Navigate Conflicting Economic, Social and Environmental Aspects: A Case Study from Exmouth Gulf, Western

Australia

Spencer Shute1 1 MBS Environmental Pty Ltd, Perth, Australia; sshute@mbsenvironmental.com.au

Summary Subsea 7 Australia Contracting Pty Ltd (Subsea 7) proposes to construct and operate a pipeline ‘Bundle’ facility at Learmonth, on the shores of Exmouth Gulf. The area is recognized as supporting high environmental and social values, and a strong celebrity-led and social media-supported public opposition campaign was launched against the development. Comprehensive site surveys and the development of robust and development-specific environmental management measures have supported the progression of the proposal through the environmental approvals process. Through the careful design of the facility, impacts to the commercial and recreational use of the Learmonth area have also been minimised. Keywords: Exmouth Gulf, environmental approvals, marine fauna, public opposition Introduction Subsea 7 proposes to construct a novel, state of the art, pipeline ‘Bundle’ construction facility (the Proposal) at Learmonth, WA. The Proposal presents an opportunity to bring significant volumes of offshore gas field development work back onshore, thus providing local employment opportunities and generating local revenue. Currently this work occurs offshore, leading to extensive offshore vessel operations and the loss of revenue overseas. Modelling of the economic contribution from the Proposal predicted that it would directly contribute an average of $20.6 m per annum to the WA economy [1]. A further $24.5 m per annum was predicted to result from the Proposal indirectly. It was estimated that the Proposal would directly support an average of 40 full time equivalent (FTE) jobs per year [1]. Thus, there is local (Shire of Exmouth) and State Government support for the Proposal. Opposition to the Proposal was generated through a focussed campaign by Protect Ningaloo, culminating in tens of thousands of public submissions in response to the environmental assessment documentation [2]. For context, this exceeds the volume of submissions received in response to the highly publicised Browse Liquid Natural Gas (LNG) Precinct (11,000) and Roe Highway Extension (‘Roe 8’) (3,000). While the majority of submissions were proformas, the high level of attention resulted in additional work and significant delays to the environmental approvals process. Main body A pipeline ‘Bundle’ co-locates a number of services within a single pipeline, which is constructed onshore before being launched and towed offshore to the field under development. Once manufactured

to its desired length and fully tested, each Bundle pipeline would be launched down a ‘launchway’, similar to a low-profile groyne, and towed offshore by tugs prior to being submerged on arrival at the offshore field. An initial wide field of potential development sites from Learmonth (Exmouth Gulf) in the south to the Browse LNG Precinct (Kimberley) in the north was narrowed down to two sites. Bathymetric and benthic habitat surveys resulted in Learmonth being determined as the only feasible site (Figure 1).

Figure 1: Learmonth development site and tow route

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Approaches Taken to Navigate Conflicting Economic, Social and Environmental Aspects: A Case Study from Exmouth Gulf, Western Australia Spencer Shute

Initial surveys off Learmonth in 2016 did not record sensitive habitat (i.e. seagrass beds or coral reefs) in proximity to the proposed development site [3]. Subsea 7 completed further terrestrial and marine surveys at Learmonth and in Exmouth Gulf through 2017 and 2018. Mapping of benthic communities adjacent to the tow route was also completed [4]. At no time did the surveys identify previously unknown ecosystems, fauna habitats or other significant environmental values. Exmouth Gulf and the adjacent waters are known to support marine fauna populations, including Dugong, marine turtles, dolphins, manta rays, Humpback Whales and Whale Sharks. Aerial surveys were completed to confirm the use of Exmouth Gulf by Humpback Whales during the southern migration period, representing the first comprehensive surveys since 2004/05 [5]. To mitigate the risk of impact to Humpback Whales, Subsea 7 initially defined a three month ‘no launch’ period, coinciding with the peak of the southern migration. This was later extended to four months to address the risk to early season calves. Proposed mitigation for impacts to other marine fauna included low vessel speeds, use of a ‘spotter plane’ during the Whale Shark season and the deployment of marine fauna observers on all tow and support vessels. The public advertising of the Proposal in October 2017, marked the beginning of a sustained campaign by Protect Ningaloo, with affiliations with the Cape Conservation Group, Marine Conservation Society and Wilderness Society, to generate significant public opposition to the Proposal with the aim of preventing it from proceeding. Protect Ningaloo employed a number of approaches including seeking celebrity endorsement of the campaign and creating intensive social media coverage. Subsequent public comment periods through the environmental approvals process attracted increasing numbers of submissions. The Protect Ningaloo campaign was promoted in printed media, on free to air television and at community events and concerts (Figure 2). The region is a very popular holiday destination for people from WA, Interstate and overseas. Every year, during the cooler winter months, the population in Exmouth triples due to short-term or seasonal visitors [6]. In response to community concerns regarding the ability to access the Learmonth coastline (including the nearby Bay of Rest) following construction of the facility, Subsea 7 redesigned the proposed launchway to allow four wheel drive vehicles to cross over the structure and transit along the coast.

Figure 2: Examples of media use by the Protect Ningaloo campaign

Discussion and Conclusion The high level of public opposition to the Proposal resulted in significant delays to the environmental approvals process and led to the State government having to allocate significantly increased resources to the process. The development of robust and development-specific environmental management measures is considered pivotal to maintaining the progression of the Proposal through the environmental approvals process. Certain groups remain strongly opposed to the Proposal despite the environmental surveys and assessments forecasting no significant impacts, while the local community is more supportive but divided by the Proposal. References [1] ACIL Allen. (2019). Economic Impact of Learmonth Fabrication Facility. pp 32.

[2] MBS Environmental. (2019). Environmental Review Document - Learmonth Pipeline Fabrication Facility. pp 460.

[3] 360 Environmental. (2017). Learmonth Habitat Surveys. pp 54.

[4] MBS Environmental. (2018). Exmouth Gulf Benthic Communities and Habitat Survey Report. pp 30.

[5] Irvine, L. and Salgado Kent, C. (2019). The distribution and relative abundance of marine mega-fauna, with a focus on humpback whales (Megaptera novaeangliae), in Exmouth Gulf, Western Australia, 2018.

[6] Shire of Exmouth. (2018). Strategic Community Plan Exmouth 2030. pp 21.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 A multi-indicator approach for assessing the condition of biodiversity assets at the Port of Brisbane, Australia Darren Richardson, Conor Jones, Grace Bourke, Brad Hiles, Brianna Heeley, Craig Wilson

A multi-indicator approach for assessing the condition of biodiversity assets at the Port of Brisbane, Australia

Darren L. Richardson1, Conor Jones1, Grace Bourke1, Brad Hiles1, Brianna Heeley1 and Craig Wilson2

1 BMT Environment, Brisbane, Australia; Darren.richardson@bmtglobal.com 2 Port of Brisbane Pty Ltd, Brisbane, Australia

Summary The Port of Brisbane environmental monitoring program (EMP) provides a basis to monitor trends in the condition of environmental assets and their drivers-pressures. The EMP is comprised of eight sub-programs that focus on asset condition and environmental pressures. This paper describes the utility on the EMP to explore linkages between asset condition, drivers and pressures, providing contextualisation of the relative influence of port-related activities and natural processes on the condition of environmental assets at multiple spatial and temporal scales. Keywords: environmental assets, ecosystem services, monitoring, river port Introduction The Port of Brisbane supports ecologically sensitive areas near its facilities located at the mouth of the Brisbane River, Queensland. Port waters support multiple environmental assets, including biodiversity values (threatened and migratory species, extensive estuarine wetlands), ecosystem services (fisheries, tourism) and protected areas (marine park, Ramsar site). These environmental assets are controlled by a range of natural processes and human-induced pressures. The Port of Brisbane has implemented an environmental monitoring program (EMP) to assess trends in asset condition and drivers-pressures. The EMP is comprised of four asset condition sub-programs (seagrass, mangrove/saltmarsh, seawall community, sedimentary habitat monitoring programs) and four sub-programs that focus on environmental pressures (dredge turbidity, weeds, sediment chemistry). This multi-indicator approach provides a mechanism to explore linkages between asset condition, drivers and pressures within a pressure-state-impact-response framework. This enables contextualisation of the relative influence of port-related activities and natural processes on the condition of environmental assets at multiple spatial and temporal scales. Approach and Findings Monitoring techniques were comprised of: • remote sensing (satellites, drones) of wetland

vegetation community distribution, extent and canopy chlorophyll)

• visual and underwater video-based survey methods to characterise seagrass, mangroves and rock wall benthic communities, and weed distribution and composition

• baited remote underwater video systems to quantify patterns in fish community structure

• sediment sampling and laboratory analysis

• monitoring of turbid plumes using an ADCP to measure acoustic backscatter (suspended sediment concentrations).

Publicly available data sources (climatic data, water quality data) provided a supplementary data source. A report card was generated as a simple tool to convey trends in asset condition and stressor indicators (refer to Table 1). Table 1 Report card showing trends in indicators relative to adopted benchmarks (green = good condition and improving; orange = minor changes but overall good condition; red = poor condition)

Indicator Trend relative to benchmarks Seagrass depth range

Increase since 2018 Meets scheduled benchmark

Seagrass spatial distribution

Increase since 2018 Continues long-term trend of seagrass expansion at the Port

Mangrove condition (NDVI)

Improvement since 2018, but some die-back linked to extended drought

Seawall biological communities

Benthic community structure similar to 2014 Seawall continues to support high biomass of species of fisheries significance

Sediment chemistry

Concentrations of contaminants of potential concern (pesticides) similar between dredge area and reference sites Sediments suitable for ocean disposal in accordance with NAGD

Dredge plumes Highly localised, short-term features Do not intercept sensitive receptors

Weeds Weed composition and extent unchanged since 2018, localised degradation of saltmarsh

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 A multi-indicator approach for assessing the condition of biodiversity assets at the Port of Brisbane, Australia Darren Richardson, Conor Jones, Grace Bourke, Brad Hiles, Brianna Heeley, Craig Wilson

In the period 2018-19, most indicators showed that ecosystems were in good condition relative to contemporary historical benchmarks. Monitoring results show that most indicators were strongly correlated with drought-river cycles. Satellite imagery and ground-truthing showed that mangrove canopy condition declined during drought periods, resulting in localised die-back in areas under natural water stress (i.e. mangrove-saltmarsh interface). Mangrove condition recovered quickly (measured in months) following rainfall events. Conversely, flood events resulted in declines to seagrass meadow condition (reduced light), and increases in fine sediment deposition and sediment contaminant concentrations. At decadal timescales, there were several key trends in wetland asset condition: • BMT (2018) found that historical port expansion

works resulted in a net reduction in mangroves (clearing) and net increase in saltmarsh/saltpan habitat (increase in bed levels and mangrove clearing) between 1955 and 2018 (Figure 1). In the last 20 years however, there has been a net expansion of mangroves (21.9 ha) and commensurate loss of saltmarsh (21.6 ha).

• Seagrass meadow expansion at the port (Figure 2), whereas meadows at control sites showed great inter-annual variability with no long-term trend in extent (BMT 2019). Port expansion works are hypothesised to have created suitable conditions (wave protection, diversion of river flows) for seagrass growth.

Figure 1 Long-term changes in mangrove and saltmarsh/saltpan extent at the Port of Brisbane (a) among years; (b) between time periods

Figure 2 Long-term changes in seagrass meadow extent at the Port of Brisbane

The EMP provides a sound basis for understanding variability in asset condition and stressors, and for informing management decisions on the need or otherwise for targeted management actions (e.g. saltmarsh remediation works). The presentation of information in a report card provides an effective communication tool for non-technical stakeholders. References [1] BMT (2018) Port of Brisbane Mangrove Health Monitoring Program 2018 – Final Report. Report prepared for Port of Brisbane Pty Ltd, 3 December 2018. [2] BMT (2020) Port of Brisbane Seagrass Monitoring Program 2019 – Final Report. Report prepared for Port of Brisbane Pty Ltd, 5 February 2020.

(a)

(b)

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Port Hedland Spoil Bank Marina: Passing Vessel Study Junsheng Jiang

Port Hedland Spoil Bank Marina Passing Vessel Study

Junsheng Jiang1 and Bart Heijlen2

1 Advisian, Australia; Junsheng.Jiang@Advisian.com 2 Department of Transport, Western Australia, Australia

Summary On the proposed Spoil Bank Marina (SBM) in Port Hedland, a hydrodynamic model was set up to assess impacts of passing vessel on the marina basin and entrance channel. A model was set up in MIKE21 HD-FM software to simulate passing vessels as a moving pressure field that causes a displacement of the water surface corresponding to the planform and draft of the vessel. The model was calibrated and validated using site measurements (ADCP and pressure sensors) and available data related to vessels departing from and arriving at Port Hedland. The model results show that passing vessels cause long period waves that have the potential to resonate in the marina basin at certain water levels. Keywords: Passing vessel analysis, Marina harbour layout, Harbour resonance, Long wave period, Passing vessel modelling. Introduction Advisian Pty Ltd (Advisian) conducted a passing vessel study for the proposed Spoil Bank Marina (SBM) at Port Hedland on behalf of The Department of Transport (DoT). The marina is proposed on the western side of the Spoil Bank, adjacent to the Port Hedland Yacht Club. A preliminary base case layout and the navigation channel is presented in Figure 1.

Figure 1 Preliminary Layout of the Proposed Spoil Bank Marina and Metocean Measurement Locations (DoT)

To assess effects of passing vessels on the proposed marina, a hydrodynamic model was set up with MIKE21 HD-FM software. The model was calibrated and validated using available data related to passing vessels (vessel dimensions, vessel speed) and metocean measurements collected at DOT03, DOT04 and DOT05 locations (Figure 1). The model was calibrated and validated and then applied to assess the impact of vessel-generated long period waves (LPW’s) at the Spoilbank Marina. Model Setup, Calibration and Validation In the hydrodynamic model, vessels were represented as a moving surface pressure field that causes a displacement of the surface elevation corresponding to the planform and draft of the vessel (Mortensen, 2008). The computational

domain in MIKE HD-FM was configured using an unstructured mesh. Resolution in areas of interest, i.e. in the channel and project area, was refined up to 3m while resolution was decreased in peripheral locations.

Figure 2 Model Domain, Mesh and Bathymetry

Six vessel passing events were selected from the dataset including 3 arriving vessels and 3 departing vessels at various tide levels. Figure 3 and Figure 4 present an example of comparison between modelled and measured surface elevation and current speed, respectively, for one vessel (Arriving vessel at around 8.3knots with a draught=10.5m, length overall=320m and beam=54m). Good qualitative agreement between model and measurements was observed for both surface elevation and current speed for all the simulated events. Comparison using statistical parameters that included Index of Agreement (IOA), Root Mean Square Error (RMSE), Scatter Index (SI), and Bias also indicated good model performance.

Figure 3 Comparison of Modelled and Measured Surface Elevation for an arriving vessel event at DOT03

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Port Hedland Spoil Bank Marina: Passing Vessel Study Junsheng Jiang

Figure 4 Comparison of Modelled and Measured Current Speed for an arriving vessel event at DOT03

Results The impact of passing vessel on water level and current speeds conditions at the proposed marina were assessed for the six vessel passing events. Surface elevation and current speeds were extracted at several locations within the proposed marina and navigation channel and a few other locations at the existing tug harbours (Hunt Point and Nelson Point) and Richardson St boat ramp as indicated in Figure 5.

Figure 5 Extraction Locations While in the vicinity of passing vessels, typically only one wave with a wave height of approximately 0.1-0.2m is observed, the modelling showed that this LPW can be amplified up to 0.5m in the marina basin and resonate with a period of approximately 7 minutes. Time series of surface elevation at different locations for the worst-case vessel event are presented in Figure 6. Corresponding current speeds are presented in Figure 7. Model results show current speeds up to 0.5m/s at the marina entrance.

Figure 6 Timeseries of Surface Elevation at Different Locations for the worst case passing vessel event

Figure 7 Timeseries of Current Speed at Different Locations for the worst case passing vessel event

Sensitivity of harbour response to water level was also investigated as the tidal range in Port Hedland is around 7.5m at spring tides. The model results of the study indicated that: • The LPW wave energy was simulated on a

relationship of vessel squat, which is a function of the vessel displacement and vessel speed (PIANC/IAPH WG 30D, 1994). The transformation of the LPW is predicted to the marina area without dissipation.

• At low to mid tide, modelled passing vessels can produce LPW heights inside the harbour of up to 0.5 m that resonate with a period of approximately 7 minutes, which increases the potential risk for vessel operation to use the boat ramp;

• Inside the marina, water level oscillations can last one hour or more in some cases;

• At high water levels (above mean sea level), model results indicated little to no resonance within the marina basin.

• At the existing Richardson Street boat ramp, modelled long period wave height reached up to 0.7 m and decayed to approximately 0.1 m within around half an hour. The modelled resonance period was approximately 2 minutes. This matches observations.

• Current speeds at the entrance are reversed within 3.5 minutes and current speeds can exceed 0.5m/s, to affect the vessel movements along the navigation channel. Current speeds in the marina basin are higher at lower tides.

Conclusion Passing vessels can produce LPW heights inside the proposed marina basin of up to approximately 0.5 m height with a period of approximately 7 minutes. The marina response was found to be sensitive to water levels. The LPW wave impact on the marina operation includes:

• Affect the vessels manoeuvring for both inbound and outbound operation.

• Put vessels under risk to use boat ramp because of the higher resonance amplitude.

• Affect sediment movement causing sedimentation along the navigation channel and within the marina basin.

• Need marina operation team to prepare the mitigation measures or marina operation plan to manage the vessel users to reduce the potential risk and impacts.

References [1] Mortensen et al. (2008), Numerical Modelling of Moored Vessel Motions Caused by Passing Vessels.

[2] PIANC/IAPH WG 30D (1994): Appendix: Prediction of Squat. September 29, 1994.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Upgrading of Ocean Outfalls, Kiribati in 2017 Imran Lambay

Abstract Title: Upgrading of Ocean Outfalls, Kiribati in 2017

Imran Lambay1 1Maritime Constructions, Fremantle, Australia; ilambay@mc-group.com.au

Summary Maritime Constructions was awarded a project to replace 3 sewerage pipelines in the Republic of Kiribati, at South Tarawa, a tiny atoll in the middle of the Pacific Ocean. The old pipelines were destroyed by storms and raw sewage was being discharged on the coral flats back on to the island’s beaches, creating a health hazard for the citizens. Three new HDPE pipelines were laid from the shore to deeper water off the reef edge, under strict environmental conditions to ensure minimal damage to the sensitive corals that protect the island. Keywords: marine facilities, ocean outfall, pipeline Introduction Tarawa is an atoll and the capital of the Republic of Kiribati with a population of about 57,000. There are three sewer outfalls operating in South Tarawa at the urban centres of Betio, Bairiki and Bikenibeu. They were constructed in the early 1980s and were rehabilitated in 2005. The outfalls had been laid in a trench on the ocean side of the atoll, across the intertidal zone reef flats, with untreated sewage pumped through the outfalls to the ocean. Over time, primarily due to storms, these underwater pipelines were damaged at various locations as well as losing their ocean outfalls. The discharge of sewage was occurring at shallow depths along the reef flat, which is ineffective for effluent dispersal and posed a serious health hazard to the local population. Project Brief Client: The Ministry of Public Works and Utilities, Republic of Kiribati (MPWU) Name of Project: South Tarawa Sanitation Improvement Sector Project (STSISP) ICB02 – Upgrading of Ocean Outfalls at Betio, Bairiki and Bikenibeu This ADB funded project was deemed vital for the health and well-being of the residents of South Tarawa. Tenders were called in 2016 to replace and extend all three sewer pipelines and ocean outfalls at Betio, Bairiki and Bikenibeu. The sewer lines were to be laid in the reef flats with the end of the pipeline, the outfall diffusers, installed at a depth of 25m beyond the reef crest. This placed the diffusers well below the wave surge zone protecting them from wave damage from storms. This was also the minimum depth that allowed the raw sewerage to be dispersed safely by underwater ocean currents.

Project Execution Maritime Constructions was awarded this contract in late 2016 and executed in March 2017. The company mobilised 3 small jet boats from Australia and hired local vessels for dive support and pipeline installation support. The boats and the equipment on board, such as air compressors and water pumps, proved to be critical to ensure a successful pipe lay. All marine works had to strictly comply with the requirements of the Basic Environmental Impact Assessment (BEIA) that was prepared by the client, (MPWU). MPWU had, through underwater surveys, selected the desired route for the pipeline in all three locations to minimise damage to living corals and avoid rock outcrops and other obstructions. Whilst the boats were being shipped to Kiribati using scheduled shipping services, a dive team was mobilised out of the Marshall Islands to stake out the pipeline route at the three locations. See Figure 1 below.

Figure 1 Picture of the pipeline route being staked out by divers to ultimately guide the pipeline placement

This proved to be a time-consuming process as the dive team found that there were changes (and sharp

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Upgrading of Ocean Outfalls, Kiribati in 2017 Imran Lambay

bends) to the route from the optimal pipeline routes that were pre-selected by MPWU a few years before the tender was released. The dive team included an environmental scientist that oversaw the relocation of living coral in any area where the route could not be altered due to sharp longitudinal or sharp level changes.

Figure 2 Crew and vessels manoeuvring the pipeline, getting ready for controlled sinking into its designated underwater corridor

The project was not as simple as it appeared. The specific routing requirements entailed re-survey and detailed engineering and planning by the project team. Controlled sinking with pumps, compressors and manifolds were utilised such that sinking could be suspended and re-started at any time and even reversed, if necessary. This was crucial given that the desired pipeline route was non-linear and had dramatic direction changes to avoid sensitive coral.

Figure 3 Drawing of the pipeline showing the pipe across the reef flat and then dropping sharply to 25m water depth. Drawing also concrete mattress being used in the wave zone and concrete anchors for deep water

Environment protection measures included performing shallow reef crossings with pre-placed anchors and work boats and the use of jet boats for ultra-shallow reef work. There was no damage to the reef over the duration of the project.

Discussion and Conclusion

Figure 4 Finished pipeline, photo taken a few weeks after laying showing marine growth

The three pipelines were accurately laid on their respective routes. The execution of these works proved that, with detailed planning and engineering, remote island outfall installations can be achieved with small construction / floating plant, local resources and with minimal impact to the environment.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Retrofitting cruise terminal infrastructure for the safe berthing and mooring of modern-day cruise ships Thomas Dunlop, Rhys Lewis, Jasvinder Opkar and Matt Batman

Retrofitting cruise terminal infrastructure for the safe berthing and mooring of modern-day cruise ships

Thomas Dunlop1, Rhys Lewis1, Jasvinder Opkar1 and Matt Batman2

1 Arup Australia Pty Ltd, Sydney, Australia; thomas.dunlop@arup.com 2 Port Authority of New South Wales, Sydney, Australia

Summary With the increasing demand of modern-day cruise ships in Sydney Harbour, the Overseas Passenger Terminal in Sydney Cove is planning to undergo infrastructure upgrades to enable safer berthing and mooring of the world’s largest cruise ships. The berth pocket will be expanded and deepened, with scour protection installed to protect the existing quay wall and the new berth pocket. These upgrades consider the dimensions and propulsion systems of modern-day cruise ships beyond the design criteria of the original 1960s quay wall and will provide compatibility between existing ferry services and berthing ‘mega-ships’ within a constrained and dynamic harbour environment. Keywords: Cruise Terminal, Mega-Ships, Scour Protection, Dredging, Safe Berthing 1. Introduction Following the introduction of cruise ships with deeper draughts and more powerful propulsion systems, the existing infrastructure of Sydney’s premier cruise terminal (Figure 1), the Overseas Passenger Terminal (OPT), has been assessed to understand the suitability of the berth to host an increase in the size and frequency of cruise ships. Engineering studies relating to the safe berthing of vessels and the stability of the quay walls have led to the design of new scour protection and berth pocket re-sizing, to overcome the erosion and siltation effects caused by cruise ship propellers and thrusters. This design improves existing vessel movements in Sydney Cove and removes the berthing constraints associated with the existing outcrop at the northern end of the berth.

Figure 1 The OPT with a mega-ship at berth and the existing constraints in Sydney Cove.

Further assessments are being progressed to upgrade existing mooring bollards and dolphins to increase the number of berthing positions for large

vessels and enable bi-directional berthing for ‘mega-ships’. This paper outlines the design criteria, engineering studies, key constraints and proposed design solutions associated with upgrading an existing cruise terminal to provide a berth capable of supporting the safe berthing and mooring of the largest modern-day cruise ships. 2. Design criteria and key constraints The rise of ‘mega-ships’ has caused an increase in the velocities that the existing seabed and OPT infrastructure experiences because of cruise ship berthing manoeuvres. The PIANC WG180 [3] guidelines were consulted and tested to confirm the required size of the scour protection that would be hydraulically stable at the closed quay wall and along the seabed of the berth pocket. A combination of powerful Azipod propeller systems and unusually low underkeel clearance for large vessels, confirmed the need for scour protection to resist jet velocities in the order of 7m/s. Furthermore, to permit the safe berthing of the largest cruise ships, the existing berth pocket dimensions and depth were assessed in accordance with the PIANC WG152 [2] and PIANC WG121 [1] guidelines. The design criteria for the scour protection consequently included levels for installation such as not to impact the safe berthing of vessels. Constraints were also placed on the berthing positions of vessels due to the existing ferry operations within Sydney Cove. The impact of locally displaced material from propeller wash as well as the impact of a dredged berth pocket on the overall stability of the existing caisson and sheet pile walls, was assessed. Upgrade works aimed to provide additional stability to the existing walls to reduce the loss of material in front of the walls and mitigate the risk of long-term failure to the quay infrastructure.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Retrofitting cruise terminal infrastructure for the safe berthing and mooring of modern-day cruise ships Thomas Dunlop, Rhys Lewis, Jasvinder Opkar and Matt Batman

3. Engineering studies and design solution To inform the design of the scour protection, an understanding of the size of material that had already been mobilised by visiting cruise ships was required. Dive surveys revealed rocks up to 1m in diameter had been displaced within the berth pocket. Empirical calculations from the PIANC WG180 [3] guidelines noted that rock protection up to 1-2m in diameter would be required for the protection to be hydraulically stable. However, the volume of material that would need to be dredged for the installation of large rock resulted in the consideration of alternative scour protection solutions. The possibility of large rock accreting within the berth pocket and subsequently reducing the underkeel clearance of berthing ships, was identified as a risk, and led to the proposal of scour protection solutions in the form of pumped and/or articulated concrete mattresses (Figure 2).

Figure 2 Concept pumped concrete mattress scour protection design at the caisson wall of the OPT.

The scour protection was designed using the PIANC WG180 [3] guidelines in conjunction with Computational Fluid Dynamics (CFD) modelling. Due to the criticality of the jet velocity at the seabed in a confined water body, CFD modelling was undertaken to confirm the magnitude and extent of the velocities and optimise the layout of the scour protection. To provide the scour protection at a depth that maintains sufficient clearance beneath the incoming vessels, dredging and seabed levelling was proposed. As identified in Figure 1, the existing outcrop at the north-western corner of the pocket imposes significant berthing constraints on the largest cruise ships by reducing the berthing angle and underkeel clearance in the area. Forcing cruise ships to berth further south also creates congestion and navigational challenges to ferry services at the south-western end of Sydney Cove. The proposed dredging solution (Figure 3) includes the removal of material from the outcrop and utilises the available pockets of deep water within the vicinity of the berth pocket for the placement of swept material. This achieves the final design levels and reduces the cost associated with the treatment and disposal of material on land. This methodology also results in a shorter construction program, enabling the works to be completed in the 2020 cruise off-season.

Figure 3 Locations of cut (green to red) and fill (purple to pink) for the installation of scour protection and berth pocket deepening; red line denotes existing berth pocket

With the introduction of a deeper berth pocket and the provision of scour protection at the quay wall, the stability of the existing sheet pile wall south of the OPT was assessed. To counter the loss of passive soil pressure caused by dredging within the berth pocket, an underwater sheet pile toe wall was designed to be installed in front of the existing wall close to the toe of the embankment. This would support the existing wall and together with a concrete mattress on the embankment, would limit the loss of material from the embankment. 4. Discussion and conclusion The design of scour protection together with a deepened berth pocket and stabilising underwater sheet pile works provides a refurbishment to the OPT such that large cruise ships can berth and navigate safely without long-term risks to the cruise ships or adjacent infrastructure. Ongoing studies include physical modelling of the proposed scour protection solution to confirm the adequacy of the design. Further studies are being progressed which will seek to improve the capacity of existing mooring bollards and dolphins to reduce the constraints that would be placed on future vessels that enter Sydney Cove. This is of importance to allow for the smooth arrival of modern-day cruise ships that will berth at the OPT increasingly frequently in future years. 5. Acknowledgements The authors would like to thank Daniel Chakra for managing the project, Craig Dengate for his involvement in the technical review of the design and the delivery of the project, Tony Matthews for providing constructability advice to the project, the wider Arup and Port Authority teams, and specialists DHI, Coffey and SYSTRA Scott Lister. 6. References [1] PIANC Working Group 121 (2014). Harbour Approach Channels Design Guidelines.

[2] PIANC Working Group 152 (2016). Guidelines for Cruise Terminals.

[3] PIANC Working Group 180 (2015). Guidelines for Protecting Berthing Structures from Scour Caused by Ships.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Shell Cove Boat Harbour And Marina, Australia – From Design Concept To Delivery Greg Britton

Shell Cove Boat Harbour and Marina, Australia – From Design Concept to Delivery

Greg Britton

Royal HaskoningDHV, Sydney, Australia greg.britton@rhdhv.com Summary Design and delivery of the Shell Cove Boat Harbour and Marina Project has been a challenging though rewarding project that has spanned nearly 15 years. Overcoming site constraints, the design and construction of a navigation channel to the sea, sediment and stormwater management, satisfactory long-term water quality, and acid sulfate soils management, required innovative design and management approaches. Keywords: harbour, breakwater, marina, soil management, construction Introduction The Shell Cove Boat Harbour and Marina Project is one of the most significant recreational boating facilities proposed for the NSW coast, located approximately 100km south of Sydney, with a construction value of AUD$150 million plus. It has the following main features as shown in Figure 1: • 270 berth marina; • 120 vessel dry boat storage; • 12ha of surrounding land platform; • a town centre; • 2km of foreshore (including 800m of timber

boardwalk); • a constructed beach; • regional boat launching ramp; • boat maintenance facility; • 18ha ‘dig out’ waterway (constructed in the dry); • 470m long Icelandic berm breakwater; • 280m long groyne; • 435,000t of rock construction; • 370,000m3 of acid sulfate soils management.

Figure 1 Artists plan of the Shell Cove Boat Harbour development.

Project Outline Studies required to inform the design and environmental management plans included geotechnical investigations, numerical modelling of coastal processes, 2D and 3D physical modelling (including testing of the breakwater to failure), navigation assessment, and significant field trials for

constructability and management of acid sulfate soils (ASS). A total volume of 370,000m3 (bulked) of ASS within the excavation posed a potential constraint, with key management actions including rotation of the original Boat Harbour planform as shown in Figure 2 to mitigate the extent of ASS management and allow staged construction; removal of ASS mechanically ‘in the moist’ (rather than the original hydraulic dredging); reburial of ASS within an over-excavation of the Inner Harbour (with sand capping); capping and consolidation of ASS in place under future development areas; as well as neutralisation and reuse in earthworks outside the harbour footprint.

Figure 2 Rotated Boat Harbour planform, overlain on Acid Sulfate Soils map, showing extent of the required management actions.

Land based management included use of geotextiles and geogrids, construction of a bridging layer for vehicular access, general and structural filling, installation of wick drains, and construction of rolling surcharge mounds. Surcharging extended beyond the footprint of foreshore structures to facilitate ground improvement and enhance construction methods. As shown in Figure 3, a staged approach was taken throughout the project to enable construction in the dry of various infrastructure including landward section of the breakwater and groyne, perimeter foreshore structures, boardwalk, marina piling and boat launching ramp.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Shell Cove Boat Harbour And Marina, Australia – From Design Concept To Delivery Greg Britton

Figure 3 Staged construction works allowed multiple parts of the site to be developed in parallel, note the residential construction far left and boat ramp construction in the dry in foreground.

Management of surface water (quantity and quality) throughout the many years of construction has been approached with the underlying philosophy of separation of ‘clean’ vs ‘dirty’ stormwater. A 5-year ARI flow criterion was adopted for protection of the sensitive nearshore coastal environment during construction. Careful planning was required for the creation of diversion channels (and ‘switching’), stabilisation of channels, monitoring of initial flows/ultimate flows/detention storage, and avoidance of potential internal and external flooding impacts.

The entrance breakwater is a key element of the Boat Harbour development. It protects the navigation channel and harbour areas from wave action and provides a physical barrier to sediment movement which would otherwise cause infilling of the entrance channel. Originally, this structure was proposed to be a combination of rock and concrete armour units (Hanbars), however this configuration would not allow pedestrian access or enable access for maintenance. Design development included investigation of alternative innovative breakwater designs to achieve a fully rock design, for cost, aesthetic and access reasons. These included a mass-armoured berm structure, an S-shaped berm and an Icelandic type berm. As shown in Figure 4, extensive 2D and 3D physical modelling was undertaken to prove h y d r a u l i c stability and overtopping performance. An Icelandic berm structure was finally adopted. Construction of the breakwater is shown in Figure 5.

Figure 4 Breakwater in the wave basin prior to 3D testing, looking inshore along the entrance channel, with groyne in the background

Figure 5 – Aerial oblique view of the Boat Harbour showing breakwater and groyne in the foreground and Boat Harbour construction in the dry in the background Management of potential long-term water quality issues are another factor in the design, with particular considerations being pollutant export from the catchment to the Boat Harbour, water quality within the Boat Harbour itself, and water quality within nearshore coastal waters. Key parameters of potential concern were nutrients and leaching of copper based anti-fouling paints. Significant investigations and modelling determined that proposed treatment systems such as an initially proposed permanent ‘flushing’ pipe would not be required. Summary The Shell Cove Boat Harbour project is one of the most significant recreational boating facilities on the NSW coast, incorporating an innovative Icelandic berm design breakwater with a purpose designed high quality public promenade along the crest. As shown in Figure 6, the harbour with its associated commercial, residential, public open space and boating infrastructure offers a variety of new opportunities. While construction works are still underway, and the challenging task of opening the harbour to the ocean lies ahead (currently planned for late 2020/early 2021), the project to date is considered a significant success.

Figure 6 Artists rendered image of the completed Boat Harbour foreshore showing boardwalk and adjacent town centre.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Western Australia Coastal Hazard Studies Delivered by the Department of Transport WA Fangjun Li, Lucya Roncevich, Ellena Bromwell, and Tim Stead Western Australia Coastal Hazard Studies Delivered by the Department

of Transport WA

Fangjun Li1, Lucya Roncevich1, Ellena Bromwell1, and Tim Stead1 1 Department of Transport, WA, Australia; Fangjun.li@transport.wa.gov.au

Summary Coastal management in WA is the joint responsibility of a range of Government agencies, as laid out by the WA Coastal Zone Management Strategy. The Department of Transport (DoT) WA researches and plans for state-owned maritime infrastructure for small vessels in Western Australia. This includes providing technical and strategic advice to both government and the private sector. In recent years DoT completed several major projects to assist State and local coastal managers to strategically plan and budget for impacts of coastal hazard. A brief summary for each major project and its outcomes is presented in this paper. Keywords: Coastal hazard, erosion, inundation, storms, shoreline movement Introduction Western Australia has the longest coastline of any state or territory in Australia, at 20,781 km including islands. The State planning policy requires that new developments avoid coastal hazards, or in exceptional cases of strategic importance, put a coastal hazard risk management and adaptation plan in place. With coastal population growth and global sea level rise, coastal erosion and inundation are threatening a large number of public and private assets. To assist State and local coastal managers to strategically plan and budget for impacts of coastal hazards (erosion and inundation), DoT completed several major projects which include:

1) Assessment of Coastal Erosion Hotspots in Western Australia https://www.transport.wa.gov.au/mediaFiles/marine/MAC_P_CoastalErosionHotspotsReportAppendixA-C.pdf

2) Design event selection for erosion hazard assessments: West and South coast of WA https://www.transport.wa.gov.au/imarine/coastal-erosion-and-stability.asp

3) Historical coastline movement database 1940s to 2016 for all erosion hotspots https://maps.slip.wa.gov.au/Marine/app/

4) Local coastal hazard assessment – Generic scope for local managers https://www.transport.wa.gov.au/mediaFiles/marine/MAC_P_Local_Coastal_Hazard_Assessment_generic_scope.pdf

5) Inter-annual Variability and Trends of Storminess, Perth

Assessment of Coastal Erosion Hotspots in Western Australia

Published in August 2019 this assessment identified 55 hotspots and 31 watchlist locations where coastal erosion is, or is expected to be, a threat to coastal values and assets. Assets and recreational activities threatened by erosion were identified at each hotspot. In summary:

• 44 hotspots have recreational assets susceptible to erosion in the next five years.

• Five hotspots have private property at risk in the next five years, increasing to ten hotspots within five to 25 years, and 26 hotspots projected beyond 25 years.

• 27 hotspots have road and/or rail infrastructure at risk in the five to 25-year timeframe, increasing to 42 projected beyond 25 years.

• 20 hotspots have Crown land leasehold property susceptible to erosion in the five to 25-year timeframe.

The outcomes of this assessment are helping State and local government further refine their coastal management and adaptation strategies and better target resources. By better understanding coastal hazards, local managers can make informed decisions that support sustainable development, tourism and recreation. Design event selection for erosion hazard assessments: West and South coast of WA The Western Australian State Coastal Planning Policy[1] (SPP2.6) Schedule One required the storm event with a one percent or one-in-one hundred probability of being equalled or exceeded in any given year to be used for acute coastal erosion allowance assessment. This study provides regionally appropriate recommendations to aid in the assessment of coastal erosion risk for the west and south coast of WA. This includes recommendations of plausible regional events to be used to calculate erosion with various likelihoods for several different timeframes. By the assumption that acute erosion is related to cumulative wave power, the outcomes of this study suggest the erosive potential presented by multiple closely spaced storms, i.e. storm clusters, may outweigh that of an isolated but significantly severe storm.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Western Australia Coastal Hazard Studies Delivered by the Department of Transport WA Fangjun Li, Lucya Roncevich, Ellena Bromwell, and Tim Stead Regionally-relevant storm events suitable for evaluation of erosion allowances with different likelihoods have been determined using a comprehensive procedure. Historical coastline movement database 1940s to 2016 for all erosion hotspots By capturing the position of the coastal vegetation line over the long term, a given section of coastline can be assessed for its evolution history over time. This coastline movement information is critical and valuable for coastal planning, plus it is included as a key requirement for coastal erosion allowance calculations in Schedule One of SPP 2.6. In 2018, DoT created important datasets for WA coastal planners and managers. The datasets are a collection of coastal lines captured from aerotriangulated aerial photography for all decades from 1940 – 2016, providing a long-term systematic measure of coastline movements around the State with an emphasis on erosion hotspots. Local coastal hazard assessment – Generic scope for local managers This generic scope of works has been developed for a responsible management authority and/or proponent where existing development is at risk of being affected by coastal hazards within 25 years. The aim of a local coastal hazard assessment is to predict in detail and quantify the coastal exposure to erosion and inundation. The assessment is limited to a relatively small area or a site where active short-term (less than 25 years) adaptation and management are required or likely to be required. Where applicable, it is expected this study will draw on existing coastal monitoring information and the outcomes of existing Coastal Hazard Risk Management and Adaptation Planning (CHRMAP). Inter-annual Variability and Trends of Storminess, Perth [2] The variability and trends of storminess and extreme storm sequences on the Perth metropolitan coast are documented based on an extensive analysis of wave, wind, air pressure and water level observations for the period 1994–2019. A preliminary examination of the nine most commonly used storminess indices reveals the level of interconnections among these indices. Strong correlation was found between annual total storm wave power and annual total storm wind hours. However, the correlation between annual storm indices determined by Fremantle non-tidal residual water level and annual storm indices determined by Rottnest total wave heights was weak. Thus, it is not appropriate to use a water level storminess index as a proxy to extend the relatively short records of waves.

No evidence of increasing (or decreasing) trends in extreme storm power was identified to validate the wave climate change hypotheses for the Perth region. Conclusion Coastal erosion and inundation management is an ongoing complex and expensive task. DoT is willing to share coastal data and support local coastal managers with its technical expertise. References [1] WAPC 2013. State Planning Policy No. 2.6 - State Coastal Planning Policy. Western Australian Planning Commission, Perth.

[2] Li, F., Roncevich, L., Bicknell, C., Lowry, R. and Ilich, K.2011. Inter-annual variability and trends of storminess, Perth, 1994-2008. Journal of Coastal Research. 27(4), 738–745

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Processes leading to infra-gravity period oscillations and currents in ports and marinas Charitha Pattiaratchi, Sarath Wijeratne and Yasha Hetzel

Processes leading to infra-gravity period oscillations and currents in ports and marinas

Charitha Pattiaratchi1, Sarath Wijeratne1 and Yasha Hetzel1

1The University of Western Australia, Perth, Australia; chari.pattiaratchi@uwa.edu.au Summary Oscillations in the infra-gravity periods (between 30 and 300s) in marinas and harbours harbor operations significant and can lead to ship breaking moorings. South-west Australia has been identified as a global hot-spot for infra-gravity energy generated through surface gravity waves and tsunamis (both seismic and meteorological). As a result, many of the ports and marina experience problems associated with these oscillations. We present data collected from a variety of sensors that include pressure sensors and Acoustic Doppler Current Profilers to provide insights of the physical processes that lead to these oscillations. Keywords: swell waves, infra-gravity waves; tsunami, seiches, currents Introduction In this paper, we take the broad definition of tsunami (‘harbour wave’) to describe oscillations in the infra-gravity (IG) periods (between 30 and 300s) in ports and marinas that often lead to interruption in harbour operations due to excessive vessel movements. The main processes that lead to these oscillations (also called seiches) are examined through the analysis of field measurements of water levels and currents from Western Australia. In a port or marina with lengths of the order of 500m and depths of the order of 10m, the natural oscillation periods are of the order of a few minutes. Changes in water levels in the coastal ocean adjacent to the port can set-up oscillations within the port at its natural frequency. This results in water level fluctuations and strong horizontal currents within the port. If the incoming forcing is close to the natural frequency of oscillation resonance conditions may arise resulting in increased agitation inside the port. In addition, if the harbour oscillation periods coincide with natural period of moored vessels, harbour operations can be severely interrupted due to strong vessel movements damaging to mooring lines and fenders. Harbour oscillations occur either as ‘free’ or ‘forced’ oscillations depending on the natural period of oscillation (NOP) and periods contained in the external forcing. ‘Free’ oscillations occur in ports when the external force changes the water level in the harbour beyond its equilibrium position. Gravity attempts to restore the water level to the equilibrium level but oscillations of the port at the NOP continues after the cessation of the initial forcing until the system eventually reaches to an equilibrium position [3]. The main causes of these types of oscillations are due to meteorological and seismic tsunamis. ‘Forced’ oscillations occur when the port is continuously forced with external forcing at periods that does not include the NOP of the port. Here, the amplitude of the oscillation depends on the proximity of the external forcing frequency to the port NOP [3]. Forced oscillations cannot persist (or

is rapidly attenuated) after the cessation of the external force. When the main period of the external forcing coincide with the NOP natural frequencies of the harbour, the amplitudes of the oscillations are highly amplified. This phenomenon is known as ‘resonance’. Thus ocean waves, arriving at the entrance of a an enclosed or semi-enclosed water body (bay, gulf, inlet, fjord, or port), normally consist of a broad frequency spectrum that spans the response of the water body from resonantly generated free modes to non-resonantly forced oscillations at other frequencies. Following cessation of the external forcing, forced oscillations normally decay rapidly, while free modes can persist for a considerable time [3]. Processes that are examined in this paper include: (1) Surface gravity waves. Many studies have suggested that swell waves propagate as well-defined groups from deep to shallow water depths less than a few meters and significant amount of wave energy can be transferred from the wind waves to the IG waves. This implies that IG wave energy is generally low in deep water and increases where the depth decreases such as near offshore reefs and at the shoreline. In this paper, data from continuously recording pressure sensors (RBR Solo recording at 2Hz) were analysed to examine the relationship between IG waves and wind waves in different bands (sea < 8s; swell 8-15s; long period swell >15). The results indicated that IG energy was: (1) present throughout the year with maxima during winter; (2) negligible during local storms under low swell conditions; (3) always associated with swell waves; and, (4) enhanced during storm events when the local sea waves interacted with swell waves. There were strong linear relationships with swell and IG wave heights. This incident wave climate set-up oscillations within ports. Data from extended deployment (~3 months) of RBR Solo pressure sensors sampling continuously at 2Hz from Jurien Bay (WA) are presented. Here, the sensors were located offshore (depth 13 m),

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Processes leading to infra-gravity period oscillations and currents in ports and marinas Charitha Pattiaratchi, Sarath Wijeratne and Yasha Hetzel inside Jurien Bay Boat harbour, and collected data simultaneously (Dec 2016 to February 2017). Data indicated elevated energy at the infra-gravity energy band (periods 30-300s) when the swell wave periods were > 15 s (Figure 1).

Figure 1 – Time/frequency plot of spectral energy at 13m water depth in Jurien Bay. (2) Seismic tsunamis (origin of the name tsunami for harbour waves). Tsunamis are generated through seismic activity (undersea earthquakes being the most common). Due to shoaling induced increased wave heights tsunamis can cause extensive damage in coastal regions through inundation. An additional feature is the generation of oscillations in bays and harbours that can persist for few days after the tsunami impact [1,3] Water level data obtained during the 2004 Indian Ocean tsunami indicated that the harbour oscillations lasted more than 3 days after tsunami impact (Figure 1).

Figure 2 – Time series of residual water level recorded at Fremantle Boat Harbour during the 2004 Indian Ocean Tsunami and a Meteotsunami recorded in 2002. (3) Meteorological tsunamis are water level oscillations with similar characteristics to tsunami waves, but are generated by meteorological events [2]. Sea level records have shown that meteotsunamis are a regular occurrence in the region occurs all year but there is seasonality in the forcing mechanisms. During the summer months, meteotsunamis are generated by thunderstorm activity and tropical cyclone forcing and during the winter months through the passage of cold fronts.

Although meteotsunamis were generated by transiting atmospheric pressure jumps the resulting wave forms from the various mechanisms were different. Meteotsunamis generated by the passage of cold fronts induced oscillations inside harbours that lasted longer than those due to thunderstorms or tropical cyclones. Water level data obtained during a meteotsunami event in 2002 indicated that the harbour oscillations lasted ~1 day after the event (Figure 2). A meteotsunami event due to the passage of a cold front resulted in a ship breaking moorings in Fremantle Port and impacting on a railway bridge was attributed to a meteotsunami [2]. As an example, generation of a meteotsunami on 28 February 2020 along the Perth coastline is illustrated in Figure 3. A strong thunderstorm is passing through Hillarys Boat harbour (Figure 3a) that generated meteotsunami with wave height 0.5 m inside the boat harbour (Figure 3b).

Figure 3 – (a) Bureau of Meteorology rainfall radar image showing the Thunderstorm over Hillarys boat harbour; and, (b) the water level record at Hillarys boast harbour. References [1] Pattiaratchi and Wijeratne (2009), Tide gauge observations of the 2004–2007 Indian Ocean tsunamis from Sri Lanka and Western Australia, Pure and Applied Geophysics, 166, 1–2, 233–258.

[2] Pattiaratchi and Wijeratne, (2015). Are meteotsunamis an underrated hazard? Philosophical Transactions Royal Society of London A. doi:10.1098/rsta.2014.0377.

[3] Rabinovich (2009), Seiches and harbour oscillations, in Handbook of Coastal and Ocean Engineering, edited by Y. C. Kim, pp. 193–236, World Scientific Publishing Co., Singapore.

0.5m

Thunderstorm

(a)

(b)

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 AusSeabed: Collaborating to Maximise Australia’s Seabed Mapping Efforts Ralph Talbot-Smith

AusSeabed: Collaborating to Maximise Australia’s Seabed Mapping Efforts

Ralph Talbot-Smith1

1 Department of Transport, Perth, Australia; ralph.talbot-smith@transport.wa.gov.au

Summary Western Australia’s Department of Transport (DoT) is part of the NEW AusSeabed Collaboration between Australian and New Zealand representatives from government, academia and private sectors guided by a steering committee. Australia has a coastline approximating 25,760 kilometres of Marine & coastal environments of which approximately only 25% has been surveyed. Driven by the principle “collect once, use many times”, AusSeabed will have a published website incorporating all of the Hydrographic Surveys for Australia with many tools and information linking a huge amount of Marine information services. DoT WA has a key role in Marine Information Capture. Over recent years it has also aided other organisations with marine data collection for many different purposes across WA. This presentation highlights the progress of AusSeabed and demonstrates how collaboration by Department of Transport WA is assisting in information collaboration and sharing. Keywords: Bathymetry, Collaboration, Marine, Database, sharing History In 2016 the Hydrographer of Australia announced the launch of the SEA2400-HIPPS project whereby the Australian Federal government would invest $1-2 Billion into mapping the Australian Territorial waters to the EEZ (Exclusive Economic Zone). This would involve the decommissioning of the AHO (Australian Hydrographic Office) Hydrographic Survey fleet of vessels and aircraft and the engagement of Private Industry Hydrographic survey companies, on a contract basis to rapidly execute this project. An impact of this announcement was the formation of the AusSeabed working group. Introduction The AusSeabed Working group is a collaboration between multiple Federal & State Government, Tertiary Institutions and Private industry groups. Its initial goal was to prioritise the order of capture under the HIPPS project. This in turn led to the idea of centralising all Hydrographic survey on a voluntary basis into a centralised Cloud hub for the benefit of all marine stakeholders. The presentation today will highlight the progress that the AusSeabed working group has achieved over the last 3 years. AusSeabed Progress AusSeabed has evolved into a robust voluntary collection of committed organisations and people. Starting with fuzzy ideas that have formed into clear goals and direction, supported by a robust Steering Committee, Terms of Reference and Strategic plans to ensure fair representation and direction across ALL Marine orientated organisations that will benefit

from this arrangement. Our progress is summarised in the diagram below.

The evolution of AusSeabed

2016Workshop 1

Government Priority Map

2017

Government Priority Map released

Workshop 2 & 3 MBES Guidelines &

National Tools

2020Operational Data Hub

Infrastructure &

Continuation of programme themes

activities

2018Australian MBES

Guidelines published

Workshop 4 & 5 Governance & Data management model

Steering Committee established

SEABED 2030

2019

Strategic Plan, 19/20 Workplan &

Data Hub Roadmapdeveloped

Data hub infrastructure development begins

Strategic Plan The Strategic plan outlines the ultimate goals and benefits of AusSeabed to provide clear direction to a duly elected Steering committee and working group over the next 10 years. http://www.ausseabed.gov.au/ The strategic plan outlines benefits to Australia, Linkages to similar data repositories and outlines functions that AusSeabed will employ to enhance all data management within the marine environment.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 AusSeabed: Collaborating to Maximise Australia’s Seabed Mapping Efforts Ralph Talbot-Smith

Data hub The data hub is probably the most critical and costly of the AusSeabed Goals. The datahub will be a cloud solution that would enable contributors of Hydrographic and Marine data to maintain a repository of data that would remain under their control. It is expected that the majority of data would be available to the wider community through the building of a number of search tools that would enable the community to search and access marine data throughout Australian waters. A search based on type, quality, currency etc would comb across all of the repository locations and result in a compilation of data for any one area from multiple data acquisitions.

Next Steps As the Datahub progresses, and the Tools are developed, the HIPPS Project will begin in earnest. Engagement with the Marine Industry has been excellent, but this work needs to continue. Full commitment from industry and government is required if the full benefits are to be realised.

Conclusion & Benefits When complete the goals of AusSeabed will bring Australian Bathymetry and Marine data into an era whereby searching and accessing suitable data will be a relatively easy process. The datahub will allow for a fully searchable data function with choices regarding quality, currency, type of data for area of you choosing. The returned information will guide you in what is available and allow download of that data (depending on security) to your workplace. AusSeabed requires good communication and continued cooperation amongst all Marine organisations to be an Australian success story into the future. The next AusSeabed Workshop will be held as part of the AMSA 2020 Conference, Sydney, Aust. 5-9 July 2020.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Geomorphic change detection using remote sensing techniques Sira Tecchiato, Kellie Holloway and Kristin Wouters

Geomorphic change detection using remote sensing techniques

Sira Tecchiato1, Kellie Holloway1 and Kristin Wouters1 1 BMT, Perth, Australia; sira.tecchiato@bmtglobal.com

Summary Geomorphic change detection techniques based on elevation data are being used for the Barrow Island coastal monitoring program. With a view to improve monitoring efficiency, four-dimensional (4D) photogrammetry, lidar and stereo satellite-derived digital elevation models (DEMs) were compared to assess their suitability to monitor coastal changes in a pocket beach environment. Stereo satellite-derived DEMs are more cost-effective and require minimal collection effort, however the higher accuracy of lidar and 4D photogrammetry derived DEMs are most suited for low-energy, pocket beach environments with typically minimal change. Keywords: coastal monitoring, lidar, DEMs, UAV, remote sensing Introduction Coastal monitoring based on remote sensing data has evolved over time together with data accuracies, acquisition technologies and data integration [1]. Accuracy, costs and collection constraints are an important consideration in the planning stage of a coastal remote sensing project. Over time, a range of airborne, satellite and land-based remote sensing sources have been developed. Defined as a geomorphic approach to coastal monitoring, elevation data derived from repeated topographic surveys are used to monitor coastline change and estimate sediment budgets. Geomorphic change detection techniques are being used for the Barrow Island coastal monitoring program, where relatively small beach changes are the target of seasonal coastal monitoring. This paper compares the outcomes of four-dimensional (4D) photogrammetry, lidar and stereo satellite-derived digital elevation models (DEMs) to monitor coastal changes in pocket beach environments. Materials and methods Lidar, 4D photogrammetry, and stereo satellite-derived DEMs were used for this assessment with different horizontal and vertical accuracies (Table 1). The 4D 'Structure from Motion' (4D SfM) technique was used to post-process two Unmanned Aerial Vehicle (UAV) surveys to generate DEMs. Stereo satellite-derived DSMs were derived from WorldView-2 imagery used for stereo rectification. The vertical accuracy was improved using available aerial orthoimages as ground controls.

Table 1 Data accuracies

Data input to DEMs Horizontal accuracy (m)

Vertical accuracy (m)

Lidar 0.20–0.50 0.05–0.15 4D photogrammetry 0.05–0.10 0.05–0.10 Stereo satellite imagery 2 0.24–0.61

Elevation data are used as input to DEMs and then subtracted on a cell-by-cell basis to create 'DEMs of

Difference' (DoD; [2]). The DoD provides a map of erosion and accretion from which sediment budgets can be inferred [3]. Factors contributing to the quality of the output data are linked to processing practices, particularly grid size and interpolation methods. Grid size should be kept consistent for the surfaces used to create the DoDs to increase surface alignment. The accuracy of calculations of the net change in sediment volumes is fundamentally controlled by DEM quality, which itself is largely dictated by the quality of the input data. A commonly adopted procedure for managing DEM uncertainties involves specifying a minimum level of detection threshold to distinguish actual surface changes from the inherent noise (based on the combination of the vertical accuracies of the surveys compared in each DoD; [2]). The three data sources were ranked against the following qualitative criteria: mapping accuracy and resolution, repeatability and consistency of results, response time, integration with existing data, additional value that can be provided by the data, development potential of the technology, deployment/weather dependence, cost (capital investment and ongoing), intellectual property of method (i.e. availability of service), personnel effort/skill and time for assessment and reporting. Results The highest ranked survey approach was UAV derived DEMs (Table 1), with the following key benefits: accuracy and resolution, and additional value and development potential. The compatibility between lidar and UAV elevation has been tested and the outputs were high quality for both DoD (Figure 1) and measured volumes. Effort in the field and time required for the analysis are similar to those required for lidar collection and analyses. Acquisition costs of UAV imagery are variable depending on the experience and qualification of the provider. For collection of survey-grade data, a survey qualified operator is an important consideration and often makes costs comparable to those of lidar collection, however there is large potential for further technology development. Data

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Geomorphic change detection using remote sensing techniques Sira Tecchiato, Kellie Holloway and Kristin Wouters

collection requires personnel on-ground, but generally requires less survey planning and lead time. Weather conditions must be favourable, but there is flexibility in scheduling to capture suitable weather windows and tidal states.

Figure 1 Difference elevation plots obtained with lidar, 4D photogrammetry and stereo satellite DEMs

Lidar was ranked second, there remain key benefits of lidar over UAV or satellite imagery, being a very established technique with high-resolution, reliable outcomes, and the ability to efficiently collect high-resolution datasets over large areas. Stereo satellite imagery was ranked third because it did not meet the primary objective of the monitoring to identify coastal changes (Figure 1). The advantaged of satellite-derived DEMS are the relatively low cost and response times, plus development potential and additional value. Stereo satellite-derived DEMs enable both rapid response monitoring, and there is significant development

potential, with both satellite and software technology constantly evolving. The application of this dataset to coastal monitoring was mainly considered as a way to reduce post-storm event survey efforts, especially for remote locations like Barrow Island which are often subject to access limitation. Response time for satellite image capture is suitable for rapid assessment; however, capture windows are weather dependent. Small-scale changes are not detected as readily as with high-resolution lidar and aerial surveys. For coastal monitoring at Barrow Island, the vertical resolution did not allow for accurate quantification of small-scale changes (Figure 1). The measured coastal changes are consistently larger than those identified through lidar and UAV elevation, and this was reflected in the measured volumes. An assessment of satellite DEM vertical accuracy undertaken through a comparison with measured on-ground elevations returned a range of 0.02–0.81 m, with 85% ranging between 0.02 and 0.34 m. This vertical accuracy is not sufficient to measure post-storm changes at Barrow Island because typically changes are between 0.5 and 0.7 m. Discussion and Conclusion The compatibility between lidar and 4D photogrammetry elevation data has previously been investigated in research [1], and indicated good correlation as confirmed in this study. Stereo-satellite-derived DEMs are unsuitable for coastal monitoring of low-energy, pocket beach environments with typically small changes. Vertical accuracies might be suitable for environments where larger changes are expected and could be improved further with careful selection of ground control points or using higher resolution imagery. Acknowledgements Chevron Australia Pty Ltd is acknowledged for data provision and project support. References [1] Sherwood, C.R., Warrick, J.A., Hill, A.D., Ritchie, A.C., Andrews B.D. and Plant N.G. (2018). Rapid, remote assessment of Hurricane Matthew impacts using four-dimensional structure-from-motion photogrammetry. Journal of Coastal Research, 34(6): 1303-16.

[2] Wheaton, J.M., Brasington, J., Darby S.E. and Sear D.A. (2010). Accounting for uncertainty in DEMs from repeat topographic surveys: improved sediment budgets. Earth surface processes and landforms, 35(2): 136-156.

[3] Le Mauff, .B, Juigner, M., Ba, A., Robin, M., Launeau P. and Fattal P. (2018). Coastal monitoring solutions of the geomorphological response of beach-dune systems using multi-temporal LiDAR datasets (Vendée coast, France). Geomorphology, (304): 121-140.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Managing aging assets while maintaining operations: a case study of the Overseas Passenger Terminal by Port Authority of NSW Matt Batman

Managing aging assets while maintaining operations: a case study of the Overseas Passenger Terminal by Port Authority of

NSW

Matt Batman1 1Port Authority of New South Wales, Sydney, Australia; mbatman@portauthoritynsw.com.au

Summary If aging assets aren’t closely managed, they become susceptible to damage, deterioration, and costlier repairs, presenting a serious risk to business continuity. But even when well maintained, unavoidable upgrades present their own challenge: keeping those assets available so operations can continue. With many of its maritime assets exceeding 50 years of age, Port Authority of New South Wales is taking a proactive, risk-based approach to long-term asset management and project development planning that maximises the operational availability of its most vital assets. Keywords: Strategic Asset Management, Risk Management, Cruise Terminal, Development, Ports 1. Introduction Port Authority of New South Wales manages the navigation, security and operational safety needs of commercial shipping in Sydney Harbour, Port Botany, Newcastle Harbour, Port Kembla, Eden and Yamba and has the role of Harbour Master in all NSW ports. Port Authority also owns and manages common user berths at Glebe Island and Sydney Harbour's cruise facilities at the Overseas Passenger Terminal (OPT) and White Bay Cruise Terminal. Port Authority also provides land on long-term lease adjacent berths on Glebe Island. This paper outlines the steps Port Authority is taking to change the application of its asset management from passive to strategic in order to manage aging assets while still maintaining operations and future-proofing the assets. The case study highlights the different applications of strategic asset management for one of Port Authority’s most important functions; cruise operations at the OPT. 2. Strategic asset management The journey undertaken at Port Authority of turning asset management from passive to strategic has been short to date and involves a long-term commitment to change in management processes, planning and culture. Reducing the risks to operational downtime, improvements to safety, and therefore improving the overall reliability of assets are the key performance indicators of any strategic plan. In layman terms, it is about proactively changing the way we spend money. Passive maintenance on aging assets results in the majority of maintenance expenditure spent on defects and breakdowns. On the contrary, strategic asset management expenditure is concentrated on front-end loading and preventing defects and, once set up properly, requires only minimal expenditure

on defects. Strategic management utilises a risk-based approach enabling more certainty around plans and cash-flow forecasting. 3. The Port Authority approach Port Authority operates across several port precincts with varying operating environments and assets. A strategic project framework was developed with two key approaches working in parallel: • Top-down approach: develop a state-wide Port

Authority Strategic Asset Management Plan with focus on safety, sustainability, standardisation and technology innovation.

• Bottom-up approach: divide the assets into precincts and, per precinct: o Understand the existing assets. o Identify and mitigate any safety or

operational hazards. o Undertake any repairs required to

establish a consistent baseline while maintaining existing operations.

o Maximise use of existing systems. o Develop strategic project frameworks. o Undertake risk assessments. o Develop proactive, implementation plans.

Once the process started, each precinct’s asset management journey developed independently of each other based on availability of information, resources and urgency of works. Once the initial implementation stage is completed, the intent is to complement the strategy ‘in the middle’ by developing asset management documentation such as asset management plans, processes, procedures and policies plus assess opportunities for standardisation, sustainability, technology and innovation improvements. 4. Port Authority case study The precinct asset management strategies have evolved from many different starting points. Some

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Managing aging assets while maintaining operations: a case study of the Overseas Passenger Terminal by Port Authority of NSW Matt Batman

strategies quickly developed into major projects (as in the case study below) and will finish with asset management plans, while others have begun with a methodical risk-based approach in developing the strategic frameworks resulting in projects along the journey. Case study: Overseas Passenger Terminal

Figure 1: Queen Victoria berthed at the OPT, source Port Authority. With visits from over 200 cruise ships a year, the Overseas Passenger Terminal in Sydney is Australia’s busiest cruise terminal. It is also situated in one of Australia’s busiest waterways: Circular Quay. The original wharf and the berth pocket were constructed in the early 1960s. Scour and accretion were identified in the berth pocket during planned maintenance inspections (surveys) highlighting asset maintenance, safety and operational hazards. Once initial investigations were undertaken identifying displacement of the existing scour protection into the berth pocket and undermining of the toe of the wharf, the hazards quickly required an asset management methodology using a risk-based approach; a few steps were intentionally taken backwards to maximise chances of the most informed and practical approach possible.

Figure 2: Overview of identified risks through a risk-based approach to asset management and project development used for the development and upgrade of the OPT The key risks were directly associated with maintaining aging assets for existing users and enabling continuous, safe and reliable operations.

Continual operations of cruise vessels prior to any improvement works risked the further deterioration of the existing scour protection, berth pocket and impacting the existing infrastructure. Mitigations of the key risks were developed, and immediate priority was focused on drafting an operational risk mitigation plan for the 2019/20 peak cruise season, as there was not sufficient time to implement engineering solutions. The risk mitigations also paved the way for the development project where feasible options were tested and shortlisted. These feasible options also needed to consider continual operations of cruise vessels during construction and future proofing the infrastructure. A berthing infrastructure project was defined, and is currently targeted to begin in May 2020, consisting of three major scope pieces; scour protection, dredging and stabilisation of the southern embankment. Cruise operations will continue as planned during construction, predominantly due to the majority of works being undertaken during the night, and the upgrades will cater for the existing cruise vessel fleet, Oasis class vessels and any cruise liners on current order books. Construction, and any future maintenance, needs to also be cognisant of non-Port Authority operations, such as ferry traffic and recreational boating. Any upgrades are required to consider the existing condition and layout of infrastructure such as structures, bollards, dolphins and fenders. It should be noted that the upgrade works mitigate only some of the significant inherent risks initially identified, while the development of preventative maintenance plans, stakeholder management plans and a precinct asset management plan, and the update of operational guidelines, will complete the holistic asset management strategy. Notwithstanding, the most immediate task for Port Authority is to continue operating a world-class cruise terminal while undertaking a significant berthing infrastructure upgrade to ensure the terminal can handle visits from the world’s largest cruise ships. 5. Discussion and conclusion Reactive and passive asset management plans have their advantages, more so with assets that are new or not closing in on their service life threshold. Aging assets within an operational environment require a well-developed strategy to maximise the service life of the asset while also considering upgrades due to future demands.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Forecasting Container Throughput Using a Bayesian Model Majid Eskafi, Milad Kowsari, Ali Dastgheib, Gudmundur F. Ulfarsson

Forecasting Container Throughput Using a Bayesian Model

Majid Eskafi1, Milad Kowsari2, Ali Dastgheib3 and Gudmundur F. Ulfarsson2 1Faculty of Civil and Environmental Engineering, University of Iceland, Reykjavik, Iceland; mae47@hi.is

2Faculty of Civil and Environmental Engineering, University of Iceland, Reykjavik, Iceland 3Department of Coastal and Urban Risk and Resilience, IHE Delft, Delft, The Netherlands

Summary Port capacity planning should be supported by growing potential demand. However, demand is uncertain in a volatile market environment and forecasting models themselves are associated with input and model uncertainties. This paper applies a Bayesian model to forecast container throughput of the multipurpose Port of Isafjordur. A Bayesian model is developed by causal relation with key macroeconomic variables. The model also accounts for model and input parameter uncertainties. The results show the constant growth in container throughput until 2025. Keywords: port throughput, forecast, uncertainty, Bayesian method, macroeconomics Introduction Port throughput forecasting is crucial for port capacity planning and management. Port infrastructure has a long design lifetime during which it is expected to satisfy the demands of multiple stakeholders with a variety of objectives [1]. Demand is uncertain in a volatile market environment and is temporally and spatially influenced by salient stakeholders [2]. On the other hand, forecast models are prone to model and input uncertainties [3]. This study uses Bayesian method to forecast the annual container throughput of the Multipurpose Port of Isafjordur in Iceland. A Bayesian model is presented that accounts for model uncertainties and parameter uncertainties. To account for model uncertainties, mutual information is applied. Furthermore, parameter uncertainties are taken into consideration by measuring the regression coefficient of the random variables and by providing the conditional distribution of input data. The model presents a range of container throughput forecasts instead of a point forecast, and thus supports decision making based on the most plausible demand. Method Mutual information refers to the concept of entropy and Kullback-Leibler divergence. It measures the linear and nonlinear correlation between two random variables [4]. Mutual information of two random variables is zero if and only if they are statistically independent. The Bayesian method is an effective approach that allows the combination of knowledge about parameters in a synthesis of prior knowledge with the available data. To present the joint probability distribution in a Bayesian model, the probability distribution of macroeconomic variables upon container throughput is specified. If a conditional normal distribution of dependent variable (𝑦𝑖) given explanatory variables (𝑋), the mean of the normal distribution has a linear function: E(𝑦𝑖|𝜃, 𝑋) = 𝜃1𝑥𝑖1 +⋯+ 𝜃𝑘𝑥𝑖𝑘 (1)

where 𝜃 = (𝜃𝑖, … , 𝜃𝑘) is a vector of unknown parameters. The posterior distribution describes updated information about the unknown parameter (𝜃) and is obtained by: 𝑝(𝜃|𝑦) ∝ 𝑝(𝜃)𝑝(𝑦|𝜃) (2) where 𝑝(𝜃) is the prior distribution and 𝑝(𝑦|𝜃) is the likelihood function. In this paper, the logarithm of the port throughput is assumed to follow a normal distribution, so that: 𝑝(𝑦|𝜎2, 𝜃, 𝑋) = ∏

1

𝜎√2𝜋exp(−

(𝑦𝑖−(𝑋𝜃)𝑖)2

2𝜎2)𝑁

𝑖=1 (3) where N is the number of input parameter, 𝑦 is the vector of the logarithm of the port throughput data, (𝑋𝜃)𝑖 is the i-th element of the vector 𝑋𝜃 that represents the mean value of the prediction model and𝜎 is the standard deviation. On the other hand, a uniform non-informative prior to the unknown parameters, i.e., 𝑝(𝜃, 𝜎2|𝑋) ∝ 𝜎2, is assumed. Thus, the joint posterior distribution of 𝜃 and 𝜎2 is given by: 𝑝(𝜃, 𝜎2|𝑦, 𝑋) ∝ 𝑝(𝜃, 𝜎2|𝑋)𝑝(𝑦|𝜎2, 𝑦, 𝑋) ∝𝜎2∏ 𝑁(𝑦𝑖|(𝑋𝜃)𝑖 , 𝜎

2)𝑛𝑖=1 (4)

where N is the number of observations, 𝑦 is the vector of logarithm of the observed container throughput, (𝑋𝜃)𝑖 is the i-th element of the vector 𝑋𝜃 that represents the mean value of the prediction model and𝜎 is the standard deviation. Study area and data The Port of Isafjordur is a hub port in the northwest of Iceland. Container throughput in TEU, and six available macroeconomic variables, including the National Gross Domestic Product (NGDP), the Average yearly Consumer Price Index (ACPI), the World GDP (WGDP), the Volume of National Export Trade (VNET), the Volume of National mport Trade

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Forecasting Container Throughput Using a Bayesian Model Majid Eskafi, Milad Kowsari, Ali Dastgheib, Gudmundur F. Ulfarsson

(VNIT), and the National Population (NPOP) are collected between 1990 and 2019. Result and Conclusion Figure 1 shows the result of mutual information for the macroeconomic variables and the throughput.

Figure 1. Mutual information values between container throughput and macroeconomic variables.

As depicted in Figure 1 the container throughput is influenced by the six macroeconomic variables. Therefore, these six variables are taken into account to build the Bayesian model. The mean and standard deviation of the macroeconomic variables and container throughput are calculated from the corresponding variable’s posterior distributions that are obtained from the model. Assessment of residuals of the model shows that they follow the Gaussian distribution where the outset is normally distributed around zero with a standard deviation of σ=0.049 as shown in Figure 2.

Figure 2. Histogram of residual along with a fitted normal distribution (right), residuals (circles) of the prediction model using mean model parameter (left)

Figure 2 indicates that the model neither has bias over the number of input data, nor do the outliers have any trend on the distribution of residuals. This shows acceptable performance of the model in terms of input data. Figure 3 shows the forecasted container throughput with the confidence intervals.

Figure 3. Forecasted container throughput and confidence interval (CI).

The uncertainty bounds capture the uncertainty of the model. As illustrated in Figure 3, container throughput has an increasing trend and reaches a total increase of about 26% in TEU in the period from 2020 to 2025. Container throughput in 2025 being 324/100=3.24 times the TEU of the indexed year 2005. A decision on timely investments on new port capacity/facilities and operation management should be aligned with growth in demand. Additional to the uncertain future demand, forecasting models are associated with model and parameter uncertainties. Hence, decision making may not be based on a single point forecast but by assessing a range of plausible future container throughputs. This paper presents a Bayesian model that accounts for uncertainties including model uncertainty and parameter uncertainty and delivers different confidence intervals of future container throughput. Thus, the model enriches decision-making processes for informed operational and port capacity/facilities planning. References [1] Eskafi, M., Fazeli R., Dastgheib A., Taneja P., Ulfarsson G. F., Thorarinsdottir R I. and Stefansson G. (2019b). A Value-Based Definition of Success in Adaptive Port Planning: A Case Study of the Port of Isafjordur in Iceland, Maritime Economics & Logistics.

[2] Eskafi, M., Fazeli R., Dastgheib A., Taneja P., Ulfarsson G. F., Thorarinsdottir R I. and Stefansson G. (2019a). Stakeholder Salience and Prioritization for Port Master Planning, a Case Study of the Multi-Purpose Port of Isafjordur in Iceland, European Journal of Transport and Infrastructure Research, 19 (3).

[3] Rasouli, S. and Timmermans H. J. P. (2014). Using Ensembles of Decision Trees to Predict Transport Mode Choice Decisions: Effects on Predictive Success and Uncertainty Estimates, European Journal of Transport and Infrastructure Research, 14 (4), 412-424.

[4] Shannon, C. E. (1948). A Mathematical Theory of Communication, Bell System Technical Journal, 27 (3), 379-423.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Building Resilience to Climate Change in Papua New Guinea Jacob Philipsen and Carlos Cátedra

Building Resilience to Climate Change in Papua New Guinea

Jacob Philipsen1 and Carlos Cátedra2 1 Senior Chief Project Manager, Ports, Marine & Geo Structures, Ramboll A/S (Denmark) [JCP@ramboll.dk]

2 Senior Structural Engineer, Ports, Marine & Geo Structures, Ramboll A/S (Denmark) Summary The Government of Papua New Guinea requested the Strategic Climate Fund (SCF) for financing to expedite climate proofing and connectivity improvement of the Alotau Provincial Wharf in Milne Bay Province, Papua New Guinea. The works included the study and assessment of sea level rise, climate conditions, functional design and detail design of a new wharf, replacing the existing jetty which presents a poor state of repair and is vulnerable to the adverse effects of climate change. Keywords: resilience, climate change, remote location, social & economic impact, development Introduction Alotau is a port town without road link to the mainland in Papua New Guinea. The major challenge in the area is the transportation, depending mostly of maritime transport. 175,000 inhabitants in Milne Bay Province and the outer islands rely on the existing wharf and other maritime infrastructures in the region to connect them with the main land, accessing to basic services, goods and commodities. The Alotau provincial wharf, built in 1968, is located in Sanderson Bay at the northern head of Milne Bay. This facility is an essential element in the socio-economic life of Milne Bay Province and directly benefits all income groups including the poor as it seeks to improve and ensure connectivity for the population residing in Milne Bay Province and especially between the remoter outer islands and the provincial town of Alotau.

Figure 1 General view of existing wharf if Alotau.

However, after 50-years, the old facility is in a poor state of disrepair and it is vulnerable to the adverse effects of climate change, especially sea level rise and increasingly intensive storm surges.

Figure 2 Outer corner of the existing wharf. To be noted: extensive corrosion in the steel members, missing parts of concrete deck and proximity of the water plane.

The project aims not only to provide a new wharf to the Alotau Province which is functional after present standards and resilient to future climate change, being able to address both increment in transport capacity and sea level rise; but also to create the basis for future development in the region. Of the works carried out, the following should be highlighted: • Surveys and field investigations covering

Hydrographic, Geotechnical and Environmental data Evaluation of climate change effects on data basis

• Hydraulic Modeling • Detail Design of the new wharf The project is owned by the Milne Bay provincial government and is funded by Asian Development Bank (ADB) as part of the climate resilient program. Topography, Bathymetry and Geology Alotau Provincial Wharf presents a challenging topography and geotechnical profile. In land, the mountains constrain the town and prevent communication roads with mainland. Offshore, the depth of sea bed increases rapidly with steep slopes. The high precipitations in the area results in the supply of large amounts of sediments to the sea and

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Building Resilience to Climate Change in Papua New Guinea Jacob Philipsen and Carlos Cátedra

the coral reef fauna also contributes to the sediments in the area. The seabed is formed by 6 to 17 meters of coral and clay sediments with very weak properties. Intermixed with these weak layers, hard layers of reefal limestone and intrusive boulders appear in some locations. Underneath the coral, the alluvium layer characterized as medium to high consistency of gravel to sandy silt, followed by the bedrock. Environmental Conditions The wharf is located at a sheltered location with generally small waves and low current velocities. Probabilities of significant wave heights show that 95% of the waves are smaller than 0.2 m. However, in extreme situations waves may raise to considerable levels. The extremes are to a large extend caused by the presence of tropical cyclones in the area. To analyze the wave, current and water level conditions in the area, hydraulic modelling has been conducted, considering both normal conditions and tropical cyclones. On top of the design waves, the tidal short-term water level variations due to storm surge, as well as long-term variations due to El Niño, were considered in the design of the deck Resilience against Climate Change Sea level rise due to climate change will further increase the necessary height of the deck of the wharf. A sea level rise of 0.8 m in 2070 is expected. To account for the sea level rise and at the same time making tolerable conditions for berthing at the wharf with the present mean sea level a two-step approach for climate adaptation has been decided. In the initial stage the height of the wharf is accounting for 0.3 m of the total expected sea level rise of 0.8 m, but with a possibility of raising the deck level at a later stage. This way the new wharf has been designed to accommodate a rise in deck level of 0.50 meters, comprised of 30 cm of light-weight fill and a new 20 cm reinforced concrete slab on top, ensuring good functionality in 2070 horizon. Functional Criteria On basis of the above described approach, the new wharf has been designed with an initial deck level of +2.50 m above LAT, looking for an equilibrium between the present and future conditions, minimizing the over-topping of waves, but allowing the present vessels to keep berthing in the facilities. In the future climate the deck may be raised to +3,00 m above LAT,

Provision for a pontoon is included, allowing access to small boats.

Figure 3 - New Alotau Provincial Wharf.

Challenges One of the main challenges, which has been accounted for in the design and the planning of the construction works, is the remote location of the wharf. The design has aimed at minimizing the amount of works to be carried out on-site, making extensive use of prefabricated elements where possible and to consider determine, consider and implement mitigation measures in both the design and in the project material for the construction tender and execution.

Figure 4 – New Alotau Wharf, typical section

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Mon Choisy, Engineered Fringing Reef Matthew Allen

Mon Choisy, Engineered Fringing Reef

Matthew Allen1 Jose C. Borrero2,3

1Subcon Technologies Pty Ltd, Perth, WA; matt@subcon.com 2eCoast Marine Consulting and Research, Raglan, New Zealand 3University of Southern California, Los Angeles, CA, USA.

Summary Extensive beach erosion at Mon Choisy, Mauritus was creating a case of paradise being lost. Rated as one of the top five beaches on the island of Mauritius, it suffers from chronic erosion at the southern end of an approximately 1.9 km long crescentic beach. An extensive technical assessment and design process conducted by eCoast from 2014-2017 revealed that the erosion at Mon Choisy was mostly due to anthropogenic influences and recommended the construction of an offshore submerged reef as one of several elements to rehabilitate the area and mitigate on going erosion. In 2019 Subcon with partners, Sotravic, delivered an innovative nature based solution to recreate a fringing reef offshore of the most eroded area. Keywords: Coastal Adaptation, Fringing Reef, Erosion, Engineered Reef, nature based solutions Introduction Mon Choisy is an idyllic resort town north of Port Louis in Mauritius. The popular tourist destination is home to over 70 resorts and beach accommodation including a golf course and is economically important to the local economy. The beach is situated in a calm lagoon protected by an extensive barrier reef situated 0.5 to 2 km offshore. Chronic erosion at the southern end of the beach (~0.25 to 0.5 m/yr over 40 years [1]) has had a significant impact on beach amenity, accessibility, and visual attractiveness and consequently the surrounding tourism businesses dependent on the beach.

Figure 1 (top) Mon Choisy Beach, the pearl white sand and pristine waters make it one of the top five beaches of Mauritius. (bottom) Evidence of ongoing chronic erosion at the southern end of the beach.

Technical Assessment An extensive technical assessment and design study was conducted by eCoast [2] as part of a project supported by the Adaptation Fund (AF) and administered by the United Nations Development Program (UNDP) on behalf of the Government of

Mauritius (GoM). The study concluded that the root causes of erosion at Mon Choisy were mostly anthropogenic and included: • Degradation of the natural fringing reef offshore; • Loss of reef associated communities that

generate sand; • Loss of seagrass beds within the lagoon; • Disruption of littoral sediment transportation by

man-made hard structures to the south of the lagoon;

• Dune destabilisation by non-native plant species and human activity. Casuarina tree root systems actually accelerated sand loss;

• Channel deepening through the fringing reef accelerating sand loss.

Wave and current data measured during tropical storm conditions showed a strong northerly directed current off the southern end of Mon Choisy. Numerical modelling (Figure 2) suggested that wave energy is focused towards the southern part of the beach and that wave set up set over the barrier reef caused the general northward flow during higher water levels. The northerly flow in the lagoon was shown to be responsible for the transport of sediment away from the eroded area while the presence of multiple hard structure to the south completely blocked any new material from moving in to replace that which had been lost. Restoration A coastal restoration plan developed by eCoast included a range of nature based solutions designed to restore the beach amenity. Components of the plan included beach nourishment and reprofiling, seagrass restoration, beach stabilisation through replanting with native vegetation and establishment of a fringing reef system in front of the heavily eroded section of beach. Design and Construction of the Fringing Reef The reef design originally proposed by eCoast aimed to enhance the wave energy dissipating

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Mon Choisy, Engineered Fringing Reef Matthew Allen

characteristics of a small patch reef at the southern end of Mon Choisy. Analysis of historical satellite images showed that this reef was responsible for the formation of a small subtidal salient which further reduced wave energy reaching the beach face. The original design called for two ~150 m long offshore reef sections situated ~200 m offshore with several ‘patch reefs’ positioned inshore of the main reef structure. The design called for the reef to be constructed from several rows of pre-cast concrete reef units with a crest height at lowest astronomical tide (LAT).

Figure 2 Numerical modelling of tropical storm conditions showing wave energy entering the lagoon and focussing towards the southern end of Mon Choisy with a strong northerly directed current..

In 2018, local contractor Sotravic were engaged to execute the rehabilitation works. Subcon was subsequently engaged to refine the reef design and provide fabrication and construction services. Subcon modified the reef design to feature one continuous reef structure 350 m long comprised of 1000 individual units along with the inshore patch reefs. For the reef, Subcon specified its ‘Bombora’ modules specifically designed to maximise wave attenuation while providing ecosystem services associated with fringing reefs. The features of the Bombora units (Figure 3) include a perforated flat top shape providing a wider shelf area to enhance wave breaking and energy dissipation. The hollow interior of the units provides habitat and protection for finfish species associated with sand creation (i.e. parrotfish) while other micro habitats provide support for small finfish species and invertebrates and the large surface area for marine flora

Figure 3 The Bombora fringing reefs module [3]

Conclusion Implementation of the Mon Choisy rehabilitation scheme was successfully completed in 2019 with the engineered fringing reefs providing a cornerstone function to the nature based restoration effort at Mon Choisy. The wave attenuation afforded by the reef structure at the southern end of the beach mitigates against sediment transport losses and provides new structure able to promote fish assemblages, coral recruitment and recreational activities in the form of a snorkelling or dive trail.

Figure 4 Satellite imagery [4] of the Mon Choisy Reef highlights the scale and organic nature of the project.

Figure 5 Aerial imagery of the fringing reefs with the patch reefs in the foreground (Source [5]).

References [1] Bheeroo, R, et al. (2016). Shoreline change rate and erosion risk assessment along the Trou Aux Biches–Mont Choisy beach on the northwest coast of Mauritius using GIS-DSAS technique. Environmental Earth Sciences. 75. 444. 10.1007/s12665-016-5311-4. [2] Borrero, J.C., et al. (2016) Design and Assessment of Climate Change Adaptation and Erosion Control Measures for Mon Choisy Beach, Republic of Mauritius, Poster, International Coral Reef Symposium, Honolulu, HI, June 2016. (hyperlink to poster) [3] Subcon 2019, Bombora Reef Module https://subcon.com/products/reefs/ [4] Google Earth (2020) [5] Latchayya M (2019), Artificial Reef at Mon Choisy, https://www.youtube.com/watch?v=0w3t_0TbxBM

Bombora Reef Modules • Ø2.1m x 1.8 m H • Weight: 3.3 Ton

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Ports and marinas: Harbouring habitat to support threatened Fairy Terns Claire Greenwell and Adam van der Beeke

Ports and marinas: Harboring habitat to support threatened Fairy Terns

Claire Greenwell1,2 and Adam van der Beeke3

1 Murdoch University, Murdoch, Western Australia; c.greenwell@murdoch.edu.au 2 Western Australian Fairy Tern Network, West Perth, Western Australia

3 Fremantle Ports, Fremantle, Western Australia Summary The world’s maritime operations are situated within sheltered coastal waters and near estuary mouths; habitats that also support diverse assemblages of wildlife. In recent decades, expanding port and coastal development has reduced habitat availability for the threatened Australian Fairy Tern. In 2013, a dedicated Fairy Tern breeding sanctuary was established at Fremantle Port to overcome a lack of suitable natural sites. The site provides an example of how artificially constructed sites within ports and marinas can be utilised to support biodiversity conservation. With appropriate planning, further opportunities may exist to engineer, managed breeding habitat areas for Fairy Terns, both locally and interstate. Keywords: Artificial habitats; biodiversity conservation; dredge spoil; seabirds Introduction Many of the world’s anchorages, ports and marinas are located in relatively sheltered coastal locations within bays or sounds, on nearshore islands and at the mouths of rivers and estuaries. These places are critical habitat areas for marine wildlife, yet port and marina developments frequently lead to significant conflicts with conservation objectives. Dredging or declining water quality from nutrients and other contaminants has the potential to reduce habitat quality, while the expansion of infrastructure and amenities may remove habitat altogether. The Australian Fairy Tern, Sternula nereis nereis, is a coastal seabird that typically nests on sheltered beaches and sandspits, surrounded by productive, clear waters often close to seagrass meadows and estuary mouths (Higgins & Davies 1996; Dunlop 2018, Figure 1). In south-western Australia, the majority of ports and marinas have been constructed within the traditional breeding areas of the Fairy Tern, rendering former nesting sites unsuitable for the formation of breeding aggregations [1]. Consequently, the selection of sub-optimal breeding sites is common - areas that are subject to flooding, moving sand or high levels of disturbance.

Figure 1. Australian Fairy Tern in breeding plumage. Fairy Terns are a coastal, beach-nesting seabird, whose breeding attempts are impacted by coastal development.

An estimated 25-30% of the world population of the Fairy Terns (> 700 pairs) breed in the greater Perth metropolitan region during the summer. Protecting breeding terns in this area is, therefore, significant in terms of maintaining the west coast population of this threatened species. Contemporary conservation solutions For decades, Fairy Terns attempted to breed within the Fremantle Port in pairs or small groups. However, eggs and chicks were vulnerable to destruction from humans, dogs or vehicles, and many colonies failed. In 2013, Fremantle Ports recognized an opportunity to overcome a lack of suitable nesting sites for Fairy Terns. Following engagement with local community, Australian conservation authorities and the Western Australian Museum, Australia’s first dedicated Fairy Tern sanctuary was developed. The site was constructed using shelly, sand material recovered during the 2010 Fremantle Inner Harbour Deepening Project and mimics the breeding conditions favoured by Fairy Terns. The site is elevated, with good exposure, is surrounded by low laying coastal vegetation and has direct access to productive foraging grounds. The perimeter of the site is fully enclosed, providing protection to nesting terns and their young, and chick shelters are installed prior to the commencement of the breeding season. In 2017, a layer of shell material, recovered from shell sand dredging operations, was added to the ground surface to enhance the attractiveness of the site to the terns. Predator monitoring and control is undertaken during the non-breeding season to reduce potential impacts by introduced species.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Ports and marinas: Harbouring habitat to support threatened Fairy Terns Claire Greenwell and Adam van der Beeke

Methods and Results Breeding pairs were counted at weekly intervals throughout the breeding seasons. Fairy Terns laid eggs in the sanctuary in the first year of its establishment and the breeding population increased over six continuous seasons from 90 pairs of birds in 2013/14 to more than 200 pairs in 2018/19 (Figure 2).

Figure 2. Number of breeding pairs at the Rous Head Fairy Tern Sanctuary, North Fremantle.

An investigation into shell cover preferences of Fairy Terns was undertaken in 2018/19 by examining the percentage of dredged shell material surrounding the area (250 mm diameter) of 112 nests. Nest sites established within 7 days of the first egg being laid comprised the highest shell cover at 73.5% 4.5% (Table 1). Shell cover reduced to an average of 58.2% 7.9% for nest sites established more than 21 days after the first egg was laid (Table 1). On average, shell cover surrounding the selected nest sites was higher than randomly selected sites (n = 44) within the Sanctuary (53.7% 4.4). Table 1. Mean shell cover percentage within the nest territories of Australian Fairy Tern, Sternula nereis nereis, at a colony in North Fremantle, south-western Australia. Nest establishment = days after the first next was established, including the first nest.

Nest Establishment No. Nests Mean Shell

Cover % ± 1 SE

< 8 days 37 73.5 4.5 8 -14 days 35 66.4 4.5 15-21 days 20 61.3 6.1 > 21 days 22 58.2 7.9

Discussion and Conclusion Consistently high chick production at the Rous Head Fairy Tern Sanctuary over six years between 2013/14 and 2018/19 makes the site one of the most important known nesting aggregations for Fairy Terns in south-western Australia. Critically, the site has provided an opportunity for convenient observation and research, revealing important insights into the biology, ecology and population dynamics of this threatened coastal seabird.

Fairy Tern habitat preference studies indicate a strong preference for nest sites with high shell cover. These findings suggest birds breeding early in the season select the best territories [3,4], with high shell cover being a preferred habitat. While, birds establishing territories later are ultimately attracted to other terns through social facilitation, territories comprising higher shell cover continue to be selected, when available. Understanding habitat preferences is an important consideration for future site management. This research highlights the ways in which dredge and shell-waste material can used beneficially to enhance nesting habitat for Fairy Terns and may be used to support other species. Application of Working with Nature principles in the planning for new port and marina developments should include consideration of managed breeding habitat for Fairy Terns to overcome a lack of suitable sites. Sites with appropriate shoreline habitat characteristics may be located on dredge-spoil land reclamation, dredge spoil islands and sand-traps or spits formed by sediment trapped by break walls or other structures. The establishment of ‘managed sites’ for Fairy Tern colonies requires stakeholder support, a secure shoreline location, knowledge of likely predator and disturbance pressures, habitat modification to provide an attractive substrate and the use of ‘social facilitation’ methods to move breeding birds into the protected area. Low fencing is required to allow for chick movements and to deter predators and trespassers, and the site needs to be supported by both protective and interpretive signage. Predators tend to become an increasing issue over time and need to be closely monitored and managed to ensure positive outcomes. References [1]. Dunlop, J.N. Fairy Tern (Sternula nereis) conservation in south-western Australia; 2nd ed.; Conservation Council of Western Australia: Perth, Western Australia, 2018; [2]. Higgins, P.; Davies, S.J.J.F. Handbook of Australian, New Zealand and Antarctic birds. Volume 3: snipe to pigeons; Oxford University Press: Melbourne, VIC; Aukland, NZ, 1996; [3]. Cody, M.L. Habitat selection in birds; Academic Press, 1985; [4]. Montevecchi, W.A. Nest site selection and its survival

value among laughing gulls. Behav. Ecol. Sociobiol. 1978.

050

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PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Beneficial Use of Dredged Material: Development of New PIANC WG214 Dave Hopper, Robert Nave, and PIANC Working Group 214 Members Beneficial Use of Dredged Material: Development of New PIANC WG214

Dave Hopper, Robert Nave, and PIANC Working Group 214 Members

1 NSW Crown Lands – Coastal Infrastructure Unit; dave.hopper@crownland.nsw.gov.au 2 Port of Brisbane, Brisbane, Australia

Summary PIANC Working Group (WG) 214 – Beneficial Sediment Use has been established to provide technical information and world benchmark guidance regarding the state of the practice for use of dredge sediment as a beneficial use product by drawing from existing approaches and best practice worldwide. This presentation will provide an insight into WG 214’s progress and share some case studies to illustrate recent successes and challenges associated with the beneficial use of dredged material. Keywords: Beneficial Sediment Use, Dredging, Working with Nature, Sustainability, and Navigation. Annually, billions of cubic meters of material are dredged globally to maintain ship movement for commerce and recreation. Navigational maintenance is integral to the world economy, without which the transport of cargo, large cruise ships, and pleasure craft could not function. With dredging comes a need to manage dredged material. Today, many constraints pose challenges to the beneficial use of dredged material due to concerns over impacts to surface waters, displacement of aquatic habitat, or the release of contaminants into the environment. These growing constraints and societal needs motivate the development of innovative and sustainable alternatives, including identifying beneficial uses for sediment to increase value regarding economic, social, and environmental benefits. Beneficial use is naturally aligned with sustainability, life-cycle analyses, and circular-economy frameworks. Shoreline environments benefit from a system-wide evaluation of sediment dredging and dredged-sediment applications, where dredged sediment is viewed not as waste and instead is valued resource for raw material to maintain hydrological, ecological, and economic conditions. Sediment can be used beneficially to counteract coastal erosion, provide locally produced building materials, establish wetlands or natural habitats, and reclaim land. Current attention to infrastructure resilience and environmental resilience, climate-change impacts, habitat management, and cost all can be leveraged to successfully identify and integrate beneficial use into day-to-day dredged sediment management decisions. The use of sediment as a resource and not a waste product is a paradigm shift toward sustainable practices that can realize environmental, social, and economic project benefits. The goal of the PIANC Working Group (WG) on Beneficial Use (WG214) is to provide technical information and guidance regarding the state of the practice for sediment use as a beneficial resource,

drawing from existing approaches and best practices. WG214 is developing a report that will consider and evaluate the following:

• Concepts of sediment use and existing scientific knowledge related to different uses;

• Sediment contamination and how contamination can constrain sediment reuse alternatives;

• Cost-benefit and ecosystem-services frameworks to understand how the value of different reuse options can be quantified, and compare different beneficial use alternatives and compare those alternatives to the status quo.

Figure 1: Dredged sand from Ettalong Navigation Channel being used for beach nourishment at Ocean Beach, Ettalong, NSW.

The report will give an overview of global sediment beneficial use practice technologies, regulations, and limitations. Case studies will be presented to illustrate recent successes and challenges associated with the beneficial use of dredged material. Beneficial use must be framed in the context of LC/LP and OSPAR legislations, and the report will link to relevant reports published by PIANC, the Central and Western Dredging Associations (CEDA and WEDA), the International

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Beneficial Use of Dredged Material: Development of New PIANC WG214 Dave Hopper, Robert Nave, and PIANC Working Group 214 Members Association of Dredging Contractors (IADC), and the European Sediment Network (SedNet), among others. Beneficial Use Case studies may include those illustrated below.

Figure 2: Dredged sand from North Queensland Bulk Ports harbour dredging being used for land reclamation, QLD.

Figure 3: Top-left: concept sketch of the Pilot Kleirijperij – dredge material from the Port of Delfzijl and polder Breebaart is deposited and let ripen in deposition cells, then utilized to strengthen a dike nearby (Brede Groene Dijk) (top left). Top-right: fluid sediments deposited in the cells. Bottom-left: crust that formed in the summer of 2018.

Figure 4: Dredged sand from Port of Fremantle dredging being used for land reclamation, WA.

Figure 5: WG214 Member meet in Brussels, Belgium, 2019 to kick off WG214.

Member pictured above represent the following Countries: USA ✓ UK ✓ Netherlands ✓ Belgium ✓ Germany ✓ China ✓ Japan ✓ Australia ✓

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport Concept Port Designs – Port Options & Staging Jamsheed Bhanja, Ross Newcombe and Heinz Engela

The authors of this paper do not represent Westport or the views of The Department of Transport.

Westport Concept Port Designs – Port Options & Staging

Jamsheed Bhanja1, Ross Newcombe1 and Heinz Engela1 1 Arup Australia Pty Ltd; jamsheed.bhanja@arup.com

Summary An objective of the Westport study is to stage the development of a new container port in Perth. At the concept level the trade forecast, global vessel fleet, competitive neutrality and dredging / reclamation volumes were considered to mitigate the environmental, social and economic impacts from staging the shortlisted options. This paper explores those considerations and how they affected the timing and costing associated with the staging of each option. Keywords: Westport, Container Terminal, Competitive Neutrality, Trade Forecast, Dredging & Reclamation. Introduction Forecasted container trade volume in Western Australia is anticipated to exceed the capacity at Fremantle Port due to landside constraints within the next decade. The Westport Task Force has been set the task of planning the future of the port and logistics systems for Perth with a 50-year horizon. The key influence of a future port plan is the container logistics system and the location of the container terminals. The initial phase of the project examined several potential sites, conceptual terminal configurations and operating systems. Following a Multi Criteria Assessment (MCA1) on 27 port options, the number of port options was reduced to 5 that were to be explored with greater rigour in Multi Criteria Assessment 2 (MCA2). This assessment included staged CAPEX and OPEX evaluations, strategic risk and an operability assessment. All the options considered a move of most container handling facilities south to Kwinana in Cockburn Sound. The study developed the technical outputs for all the options consisting of port locations and footprints, terminal layouts including berth lengths, capacity requirements and staged development. Staging of the options was critical in distributing the capital costs across the project life. This involved consideration of the following;

• Trade forecast; • Global vessel fleet and deployment to Australia; • Competition Equalisation; and • Cut / fill balance and timing for dredging and

reclamation. Key Assumptions and Constraints The key parameters used to develop port options included TEU/m, TEU per Crane, dwell time and AGV density. Trade growth forecast was 3.25% compound annual growth rate (CAGR) relevant to a year 2068 end-state, with a 4.0% rate to allow for spatial future-proofing and scalability. The Kwinana location was bound by the physical constraints being the Alcoa Jetty to the North and Kwinana Bulk Terminal to the South. Additionally, the restricted land corridor created constraints on port footprint positioning.

Port Options Following MCA1, 5 options were developed for the second MCA2). All options achieved a minimum port capacity of 3.8M TEU by end state 2068 to ensure equal comparison during the MCA2 process These options were split to consider the following; • B: Conventional land backed port (Figure 1); • C: Conventional port system on an island

footprint connected via land bridge; • D: Shared port with Import/Export terminals in

Fremantle and Kwinana. The manual Fremantle terminals are automated up to its land constraint capacity. The Kwinana terminals are land-backed, but on a smaller scale; and

• Two unconventional options; o A: Light footprint island port with

container stacking and yard operations carried out at the Intermodal Terminal 3.2km east of coastline via Auto Trucks.

o E: Transhipment system making Fremantle the Import / Export hub with feeder barges transporting excess containers to a secondary site in Kwinana.

Figure 1 Early stages of transition option in Cockburn Sound.

Following MCA-1, Option D and E were to be further explored as transition options. These options were developed to mitigate staging concerns that had not been identified throughout the MCA1 process, and

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport Concept Port Designs – Port Options & Staging Jamsheed Bhanja, Ross Newcombe and Heinz Engela

The authors of this paper do not represent Westport or the views of The Department of Transport.

to defer the CAPEX across the project life. This consisted of sweating the existing Fremantle Port by investing minimal capital to extend its life and developing a second port in Kwinana. When the Fremantle terminals become uncompetitive, further development of Kwinana to achieve the preferred fully developed option. This also mitigated commercial concerns by utilising the existing assets and leases. These 2 options are differentiated as follows;

• D2: The transition configuration is a shared port system with Import/Export terminals at Fremantle and Kwinana.

• E2: The transition configuration is a transhipment port system with Import/Export at Fremantle only, and Kwinana is a secondary terminal serviced by small vessels.

Staging Distribution of CAPEX throughout the project life, and associated OPEX was the key driver for option staging. Each option demonstrated a different number of stages and staging timelines due to the differences in each option. Staging was dissected into two levels, with the first being dependent on dredging and reclamation volumes for port footprint development. The second consisted of substages within the first level, accommodating the development of the yard and equipment to incrementally increase port capacity over time. The staging also considered the redevelopment of brownfield sites currently in operation. A typical staging chart outlining the TEU growth with consideration to dredging stages can be seen in Figure 2 below.

Figure 2 Typical staging chart.

Trade Forecast Figure 2 above displays the high, medium and low growth trends for container throughput in WA. Development of these growth and staging charts enabled the identification trigger years for particular option development requirements.

Global Vessel Fleet & Deployment to Australia The shipping fleet distribution has a direct impact on the average vessel size, the corresponding design berth length, channel capacities and terminal equipment type and utilisation. The study accommodates for the arrival of Neopanamax vessels by mid-2030s and ULCV around mid-2040s. The sensitivity of these dates was considered in the study and prevents limitation by ports on the east coast constrained by ship size. This drives the considerations of timing of dredging and staging of development. Competitive Neutrality A key driver of the option staging was the requirement to maintain competitive neutrality for the existing and future port operators. For the conventional options, this was simply the development of two terminals incrementally and equally. For the remaining options, this required the coordination of the existing manual and proposed automated operations, accelerating various stages of development, introducing additional operators and the independent use of feeder barges along the ‘Blue Highway’. Dredging & Reclamation Dredging to provide access to larger ships and reclamation to provide the footprint for container terminals was carried out in 2 major stages and contributed significantly to the CAPEX and the environmental considerations of the project. Stage 1 to -16m CD was consistent across all options and carried out prior to any port development due to the driver being the obtainment of the required reclamation fill. For Stage 2 to -18m CD, the dredging requirements were driven by the anticipated year of vessel size step change in line with the Global Vessel Fleet study. The requirement for reclamation was driven by the initial footprint exceeding yard capacity requirements. This provided an envelope of dredging timing between the early 2040s and late 2050s. Deliverables Provided The final deliverables included a report with terminal layouts, drawings and development staging. The CAPEX, OPEX (white and blue-collar labour & fuel) were developed for all stages in a model used by economic modellers. A P50 risk register and was used in the creation of the wider Westport strategic risk register which was developed in collaboration with stakeholders. Outcomes Following MCA2 option B was preferred after assessing social, commercial and environmental impacts. Option D2 is also to be examined as a transition option. At this stage no breakwater has been included and remains as a strategic risk.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport Concept Port Designs – Radical Options Ross Newcombe, Heinze Engla and Jamsheed Bhanja

The authors of this paper do not represent Westport or the views of The Department of Transport

Westport Concept Port Designs – Radical Options

Ross Newcombe1, Heinze Engla1 and Jamsheed Bhanja1

1 Arup Australia Pty Ltd; ross.newcombe@arup.com

Summary An objective of the Westport study is to consider innovative solutions for the development of a new container port in Perth. At the concept level two radical alternatives were considered to mitigate the environmental and social impacts of locating a port in Cockburn Sound: a transhipment solution and light marine footprint options. This paper explores those options and variations, how they were intended to mitigate the impacts, their operating models, technology considered, why they were not preferred, lessons learned and prospects for future development or implementation. Keywords: Westport, Container Terminal, Transhipment, Detached wharf, Autotruck Introduction The Westport Task Force has been set the task of planning the future of port and logistics systems for Perth with a 50 year horizon. As described in other papers delivered at this conference, a Multi Criteria Assessment (MCA) has narrowed a long list of 27 options to a short list of 7 Options. Two of the short list Options were deliberately included to explore potential radical solutions that could mitigate the environmental and social impacts compared to more conventional solutions. These radical options were to consider innovative layouts and handling systems including automation systems that have not yet been developed. The Option development included assessments of operating models, footprints, CAPEX, OPEX, risks and energy efficiency. Light Footprint Port The light footprint concept attempts to minimise the environmental impacts in Cockburn Sound by minimising the size of the land reclamation and channels required. The intent is to reduce the seabed habitat loss and to have least effect on the water circulation. The light footprint concept is achieved by locating all the terminal facilities except the marine functions (ship berth, Ship to Shore (STS) cranes and roads for horizontal transport vehicles) on existing industrial land set back from the coast. This concept is currently used to a limited extent in locations where difficult marine conditions force this separation of functional zones (eg Surabaya in Indonesia). In this case, the facilities are separated by around 6 kilometres and are connected by an exclusive right of way (see Figure 1). A layout such as this would expect to have OPEX disadvantages that would offset any CAPEX saving compared to a conventional layout. There is a requirement for a large fleet of vehicles for horizontal movements, which leads to large costs for labour, vehicle replacement, fuel and

maintenance. Productivity can also be poor where any delay in vehicle movements, congestion or container sequence is amplified by the distance between the stacks and the STS Cranes. Typically, this can be offset by the use of a buffer stack near the STS Cranes, but this also adds more infrastructure and container double handling.

Figure 1 Light footprint Option showing locations of wharves, stacking yards, landside linkages and connecting road.

To offset these disadvantages, technology solutions were considered. Firstly, diesel driven manual tractor/trailer units are replaced by automated electric units (Autotrucks) that are currently at prototype stage. These provide savings in labour, energy and maintenance costs. Compared to conventional AGV’s, these are significantly faster and the tractor unit can detach from the trailer when required. Secondly, there is generous spatial allowance for road lanes and parking stations. This enables the Autotrucks controlled by sophisticated Terminal Operating System (TOS) to operate at variable speeds for sorting container arrival enroute, as well as creating a “horizontal” buffer to minimise crane waiting times. This Option was not recommended because:

• High technology risk.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport Concept Port Designs – Radical Options Ross Newcombe, Heinze Engla and Jamsheed Bhanja

The authors of this paper do not represent Westport or the views of The Department of Transport

• The mitigation of marine environmental impacts was not as great as expected.

• The designated connecting road route by necessity had to skirt an area of significant aboriginal cultural heritage.

• CAPEX was higher but not significantly. This was partly due to landside constraints, and more significantly there was a large excess of dredged material with a long haul distance.

• Energy and Maintenance costs higher. • Operating model with some monopolistic

elements. As a concept, this should not be discounted. Most of the above are functions of the specific local conditions which favoured a large reclamation. Vehicle development and detailed system simulation should also reduce the risk premium that was applied to this Option. Transhipment The transhipment option attempts to avoid the dredging of channels and large reclamation in Cockburn Sound. This would be achieved by all Import/Export ships delivering containers to automated terminals at Fremantle. A high proportion of the containers would be transhipped on vessels to/from a second group of terminals in Kwinana from which landside transfers would be made (see Figure 2 and 3). The transhipment vessels would be sized to be able to use the existing Kwinana channels, autonomous and electric driven. Dredging would be limited to the deepening and widening of Fremantle channels for future vessels. The Option does achieve its goal of zero dredging and a modest reclamation in Cockburn Sound. It also achieves a social objective of keeping Fremantle as an active port and minimises displacement of port workers. However, in nearly all other ways this is a very poorly performing option and was rejected. The key issues cited include:

• Transhipment requires at least 4 more lifts per container to flow through the system.

• The containers exchanged directly to landside at Fremantle would have a competitive advantage that would require an equalisation subsidy.

• Most of the Rouse Point peninsula at Fremantle is taken up by terminals, with little room for other trades or facilities.

• Additional channel and breakwater to the north of Rouse Head, and reconstruction of existing operating wharves.

• Significant duplication of infrastructure, equipment and administration facilities.

• The total time in the system for transhipped containers is high due to multiple moves.

Figure 2 Transhipment Option showing the large area required at Fremantle to service both Import/Export ships and transhipment vessels

Figure 3 Transhipment Option showing the secondary terminals at Kwinana.

• Extremely high efficiency and productivity rates for equipment due to the double handling of most containers.

• The system is complex and not robust. Vessel breakdowns, weather or channel congestion will have flow on effects.

• Development staging is complex due to construction at the operating terminals.

• Difficult to maintain competitive neutrality. The transhipment method is inherently inefficient. There is no technology solution identified that can overcome this. It is hard to see this method being suitable for any circumstance except where there is no alternative or the transhipment haul is a long distance (eg European river systems). Examining these radical options was worthwhile to test solutions that were focused on environmental and social outcomes, as well as new operational philosophies and emerging technologies. A low footprint option does have higher equipment costs, but these are not so severe that in a wide range of circumstances, this may be a better solution. Transhipment is clearly not able to compete against conventional options except in a very narrow range of circumstances.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 PIANC WG 194 : Early Contractor Involvement David Kinlan

PIANC WG 194: A Framework for Early Contractor Involvement in Infrastructure Projects

David Kinlan1

1 Contracts Manager, Kinlan Consulting Pty Ltd, Rangeville, Queensland, Australia; kinlanconsulting@gmail.com

Summary It is increasingly acknowledged that the consequences of budgetary constraints and the increasingly complex nature of infrastructure works affect both preparatory and procurement processes for large or complex infrastructure projects in general and for waterborne transport infrastructure projects in particular. Early Contractor Involvement (ECI) in these processes can greatly assist in bringing projects on time and within budget. PIANC MarCom WG 194 : The terms of reference for “A Framework for Early Contractor Involvement in Infrastructure Projects” was set up in mid 2016 to provide a guide to decision makers for managing ECI processes for waterborne transport infrastructure projects. The research for this paper has been carried out by the author as part of his involvement in international working group WG 194, to produce guidance on the application of Early Contractor Involvement in the procurement of such projects. Keywords: Early Contractor Involvement, Procurement, marine construction. Relationship-based procurement systems, Relational contracting. WG 194 – Objective The mission of the WG 194 work group is to publish a report detailing a framework to decision makers for managing ECI processes for waterborne transport infrastructure projects. It will show decision makers how to transition from a price-oriented, diverging and onerous approach to a risk-oriented, focused and lean collaboration. The report when published in 2021 will provide new insights in how to tackle early cooperation between contractors, key players in the supply chain and the client with the aim to optimize design, facilitate spatial planning and obtain all necessary input to perform impact assessments. Besides guidance how to use preferred ECI methods – it will also describe case studies and the pros and cons of other approaches when it comes to issues such as IP protection for innovation, design liabilities, compensations & value engineering. What is Early Contractor Involvement? The Working Group 194 has reviewed and formulated the Early Contractor Involvement definition as follows: “any strategy (by whatever name) initiated by infrastructure owners towards contractors, key supply chain members and stakeholders with the purpose of optimizing values in project delivery and objectives through their participation and knowledge-sharing in stages of project planning and design prior to execution contract award.”

Challenges of ECI ECI strategies can be applied with successful results, but that success cannot be guaranteed. There are still some fundamental challenges to be resolved which arise from accepted wisdom and practise that are not immediately compatible with the adoption of ECI:

1. ECI requires that initial selection of contractors occurs before price-driven tender criteria have been developed, and that the execution phase price is not settled until the end of the ECI phase. The process of reaching a price for the execution phase may even involve the price negotiation with a single contractor without competition.

2. ECI requires contractors to share information with Owners, and Owners to pay contractors for work done and ideas provided, during the ECI phase.

3. Risks should be shared in a balanced way. 4. All interested parties must be genuinely

engaged in project development 5. A new approach to monitor and control

design and creative activities in the ECI phase is required

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 PIANC WG 194 : Early Contractor Involvement David Kinlan

PIANC WG consists of representatives of all relevant ECI parties – Client, consultants & contractors. Applicability of ECI Complexity of a project is one of the most significant factor to asses ECI applicability [1]. Once the challenges of projects of a certain nature have been preliminary scoped and knowledge, understanding, experience and capability have been identified, there may be benefits for a client to justify adopting an ECI procurement strategy. In addition, ECI is also relevant on non-complex projects if the client wishes to explore the possibility of applying innovatory methods [2].

Complexity / uniqueness of Project

Focus on Innovative methods

Competitors with right capabilities & attitude

Cultural context

Figure 1 ECI Factors The appropriateness of ECI also depends on the cultural context and the presence of contractors with suitable capabilities and attitude. Benefits of ECI ECI is particularly well-suited to introduce innovations. The contractor’s knowledge and know how (construction methodologies) are introduced in early stages of the Project, consequently ECI can be considered as one of the most powerful strategies to promote infrastructure projects´ innovation[3]. Other main benefits of ECI should be that:

• Construction methodology, costs and schedules are better defined

• Design with improved constructability & innovative techniques

• Construction risk is better identified and allocated

• Increased value for money • Greater trust & understanding between

client & contractor[4] Indirect benefits: Easier implementation of sustainability principles in design, construction and permitting. A better team-working ethic is built. Conclusion There is an increasing perception globally that alternative procurement systems with collaboration principles between project participants could help improving productivity in projects by establishing working relationships amongst stakeholders through a mutually developed formal strategy of commitment and communication. The distinguishing feature of ECI as an alternative project delivery method is the ability to involve the construction contractor in the preconstruction phase of a project, providing input to the planning, approval, regulatory and design processes. Globally the uptake of ECI in waterborne transport infrastructure industry remains piecemeal. It is hoped that when published PIANC’s “A Framework for Early Contractor Involvement in Infrastructure Projects” will serve as a valuable tool for practitioners who wish to consider the implementation of ECI for their project. References [1] Davis, P. and D. Walker (2009). "Building capability in construction projects: a relationship-based approach." Engineering, Construction and Architectural Management 16(5): 475-489..

[2] Edwards, R. (2009). Early Contractor Involvement (ECI) Contracts in the South Australian Transport Infrastructure Construction Industry, South Australian Department of Transport, Energy and Infrastructure, Adelaide.

[3] PIANC MARCOM Workgroup 194 - Linkedin Group: www.linkedin.com/groups/12124474/.

[4] National Alliance Contracting Guidelines Guidance Note 6 - Early Contractor Involvement and Other Collaborative Procurement Methods, September 2015 Commonwealth of Australia 2015 ISBN 978-1-925216-72-1

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Quantifying community values affected by port development Abbie Rogers and Michael Burton

Quantifying community values affected by port development

Abbie Rogers1 and Michael Burton Centre for Environmental Economics & Policy and Oceans Institute,

The University of Western Australia, Crawley, Australia 1contact: abbie.rogers@uwa.edu.au

Summary Westport has been established to provide Western Australian Government with advice on harbour expansion options for the Perth region. Westport need to consider a range of impacts, positive and negative, that could result from different expansion options. This includes impacts on the community in terms of the ‘intangible’ or non-market outcomes. We used an economic approach to quantitatively assess community preferences for alternative port development options. A choice experiment comprising a sample of the Perth population enabled estimation of individuals’ ‘willingness to pay’ for changes in social and environmental outcomes, for use in decision support analyses regarding port expansion. Keywords: Port expansion, community values, non-market valuation, social values, environmental values Introduction This project was established to assess community preferences for alternative port development options. The context in which preferences were evaluated was that we anticipate growth in the container trade in the Greater Perth region over the next 50 years, and this would lead to an eventual need for port expansion to accommodate the trade volume [1]. There were several locations in which a port development could take place (Fremantle, Kwinana and/or Bunbury), and depending on the location and configuration there could be different impacts of the port on social and environmental outcomes. The objective was to measure preferences in a systematic and quantitative way that allowed for comparisons across port development options, and across different community groups. Importantly, the evaluation was conducted using a discrete choice experiment methodology which enables monetisation of the values that people hold for outcomes that occur outside of a financial market. These ‘willingness to pay’ values could then be utilised directly in the multi-criteria assessments and benefit-cost analyses that were to be undertaken as part of the Westport Port and Environs Strategy. Main body We conducted a choice experiment survey, with a total of 769 respondents drawn from Fremantle (n=146), Kwinana/Rockingham (n=140), the City of Bunbury (n=86), and the rest of the Perth metropolitan region (n=397). In the survey, respondents were presented with questions called ‘choice sets’. The choice sets include options that the respondent has to choose between. Each option is described by a number of attributes, which are defined by a range of levels. The levels for each attribute change between the options presented, meaning that the respondent has to make trade-offs

between the options to select their most preferred. A cost attribute was included in the choice experiment, which means that changes in other attributes can be considered in terms of their trade-off with the (hypothetical) cost to the respondent – enabling estimation of willingness to pay for changes in the levels of the other attributes. The attributes described the potential social and environmental outcomes of a port development, and included: • Percentage of trade (defined as % of container

trade at each location)

• Marine environment impacts

• Terrestrial environment impacts

• Recreational amenity impacts

• Urban values (including public health and traffic implications, represented separately for Fremantle or for other locations)

• Cost incurred by the respondent (due to higher

costs associated with goods to support the construction and operation of the port development)

An example of the type of question that was asked of respondents is shown in Figure 1. It sets out two options for development (Bunbury or Kwinana), varying levels of impact between locations for the marine environment, terrestrial environment, recreational amenity and urban values. These are rated by ‘impact scores’, where 1=no impact and 6=a high level of (negative) impact. The implied impacts related to each point on the scoring system were explained to respondents in the survey before the choice exercise. Also included is a description

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Quantifying community values affected by port development Abbie Rogers and Michael Burton

of the amount of trade retained in Fremantle in each option, with different impacts on Fremantle’s urban values. The respondent has to weigh up the cost of each option and the different development impacts and choose their most preferred. Respondents were presented with six of these questions, each with different pairs of options.

Figure 1 An example of a ‘choice set’ question asked of respondents.

The data collected are modelled according to random utility theory [2]. From the choice sets, given the information on which option respondents selected and the attribute levels in each option, it is possible to identify the ‘weight’ that is placed on the level of each attribute, and hence how respondents are trading off attributes against each other. One of the trade-offs we can consider is the trade-off between the cost attribute and the attributes describing the impacts of the development, to understand what people are willing to pay to avoid a decline in the quality of the environment, amenity or urban setting. The willingness to pay results reported in Table 1 show that the most important attribute of concern in the port development options considered was the impact on the marine environment, where respondents were willing to pay $61 to avoid a decline in quality of the environment by one unit of impact (as defined by the 6-point score system). Equal value is placed on avoiding impacts on the terrestrial environment and recreational amenity. For members of the wider population, impacts on urban values were not of concern. However, respondents who live in Fremantle were willing to pay $21 to avoid a one-unit decline in the quality of urban values in Fremantle. The analysis also revealed preferences for the allocation of trade across locations: • Fremantle residents preferred to see a

deindustrialization of Fremantle. • Bunbury residents preferred that all trade would

pass through a new local port development.

• Other residents from the Kwinana and wider Perth community preferred to see a mixed development, with some trade remaining in Fremantle and a secondary facility being developed in either Kwinana or Bunbury (they were indifferent to the location of the secondary facility).

Table 1: Willingness to pay results for avoiding the impacts of port development.

Port development impact on:

Willingness to pay to avoid a unit decline: (2019AUD/person/year)

Marine environment $61

Terrestrial environment $19

Recreational amenity $19

Urban values Not significant Fremantle urban values (for Fremantle respondents)

$21

Discussion and Conclusion The results of this analysis provide a quantitative measure of how the community may be affected by a potential port development with respect to the impact on their social and environmental values. In a welfare analysis of port development options for the Greater Perth Region, the willingness to pay estimates can be aggregated over the relevant population and utilised to represent the ‘social cost’ of port expansion. This enables a direct comparison of the non-market costs on environmental and social outcomes with the economic benefits of facilitating opportunity for increased trade. References [1] WESTPORT (2018): What we have found so far. Government of Western Australia, Perth, WA Australia.

[2] Train, KE 2009, Discrete Choice Methods with Simulation, 2nd edn., Cambridge University Press, New York.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport – focus on environment and social licence Kemps, H., Buckels, M., Lockwood, N. and Seares, P.

Westport – focus on environment and social licence

Hans Kemps1, Matt Buckels1, Nicole Lockwood1 and Patrick Seares2

1 Westport, Perth, Australia; hans.kemps@westport.wa.gov.au 2 Department of Water and Environmental Regulation, Perth, Australia

Summary Cockburn Sound is a unique, heavily modified and recovering ecosystem and one of the most highly used water bodies in Western Australia for recreation, fishing and boating. The success of Westport depends to a large extent on how the WA Government, as the proponent, decides to protect the environment and associated social values. Discussed are how Westport’s transparent, collaborative approach has established a project environment that helps address the key concerns through science, collaboration and innovation in order to maximise environmental and social outcomes, improve community confidence and retain social licence. Keywords: EIA, social licence, resilience building

Introduction Consultation on Westport (a taskforce providing advice to Government on future port and supply chain options) has shown that stakeholders identify the environment, and environment-supported social values such as recreation and fishing, as the primary issue of interest. Community perception of the significance of environment-related impacts has heavily influenced the fate of past infrastructure projects, demonstrating that management of environmental impacts and obtaining social licence is critical to gaining public support and successful delivery of a new port in time to meet Western Australia’s (WA) trade needs. Cockburn Sound is a unique, heavily modified, and slowly recovering ecosystem near Perth. Ongoing protection of the Sound is essential if highly valued natural assets and recreational uses are to be maintained. A recent Drivers-Pressures-State-Impacts-Responses assessment indicated the Sound may be able to adapt to incremental impacts of new pressures, including climate change-related warming, but did not consider the additional impacts associated with a new container port. The success of Westport depends to a large extent on how the WA Government, as the proponent, decides to protect the environment. The community needs confidence that the overall health of the Sound and its values will be maintained, despite the implementation of a new port. This requires consideration of environmental and social issues in decision-making processes.

Westport approach Governance and team culture i. The Westport Taskforce established a strong

environmental focus from the outset by outlining aspirational project objectives and establishing an approach consistent with UN Sustainable Development Goals, the Infrastructure Sustainability Council of Australia (ISCA)

framework and Working with Nature (WwN) principles. This signalled that environmental considerations would play a key role in decision-making processes. In the final Multi Criteria Analysis, distinguishing between five port options, environment and social/heritage contributed 42% to the weighting.

ii. The Taskforce embedded a transparent, inclusive and collaborative approach, encouraging stakeholders to voice concerns and actively participate in formulating ideas and solutions. Responsive project management allowed ideas from working groups to feed into planning and design processes– demonstrably resulting in low-impact designs being included and the elimination of options with lesser environmental outcomes.

Cumulative EIA i. To confidently assess whether values can be

maintained in Cockburn Sound with a new container port requires cumulative EIA, a complex process that hasn’t been done well in WA. Westport is working with regulators and the science community on establishing a streamlined ‘digital approach’ as an opportunity to transform EIA through a new way of processing and analysing data. This is expected to increase the efficiency of the process, improve transparency and boost community confidence in the outcomes.

ii. Cumulative impact assessment requires key knowledge gaps in Cockburn Sound to be addressed. Westport is collaborating with the environmental regulator and major stakeholders to address these knowledge gaps in the lead-up to EIA. This work includes the implementation of an improved water and sediment quality monitoring program in Cockburn Sound, which will provide a detailed environmental baseline. Secondly, it includes funding of dedicated research projects essential for cumulative EIA with scopes much broader than those typically required from individual proponents, such as

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Westport – focus on environment and social licence Kemps, H., Buckels, M., Lockwood, N. and Seares, P.

resolving the population dynamics of pink snapper along the west coast. This work plays an important part in developing a long-term Marine Spatial Planning strategy for Cockburn Sound and form a trade-off to build community confidence with real broader benefits.

Resilience-building i. A new container port will add pressure to

Cockburn Sound. With limited options for ‘like-for-like’ offsets within the Sound itself, residual environmental impacts will affect ecosystem health. The strategy to counter residual impacts and improve the quality of the marine environment for the long-term is to develop and implement ecosystem resilience-building measures – preferably prior to construction. Westport is actively seeking out opportunities for improving ecosystem resilience. The Westport hydrodynamic modelling study, for example, tested the potential impacts on flushing and circulation in Cockburn Sound associated with a series of development scenarios in order to maximise benefits (Fig. 1).

ii. Westport established a working group with stakeholders to develop a vision and associated environmental targets for Cockburn Sound and to identify resilience building initiatives to achieve these targets. Feasibility studies will be undertaken over 2020-23 so that outcomes are available for incorporation as elements into the design of the port and/or as ‘offsets’ and ‘trade-offs’ into the development proposal.

iii. Westport will be working with the Commonwealth Department of Agriculture, Water and the Environment to implement Environmental-Economic Accounting, which will help inform impact assessment and mitigation and assess the efficacy of resilience-building options.

Conclusion A port proposal in Cockburn Sound has the potential to attract a public campaign opposing development, largely fed by concerns around impact on environmental and social values.

These concerns can and must be addressed alongside the EIA process. Community sentiment, often linked to environmental issues, has underpinned reversals and cancellations of a raft of major infrastructure projects around Australia.

Westport has established a transparent, collaborative project management approach focussed on maximising environmental and social outcomes that structurally addresses these concerns. It should attract cooperation from interested parties and instil confidence in the community that Westport is legitimately seeking out the best possible solution to combine economic growth with environmental and social outcomes.

Figure 1: Hydrodynamic modelling results depicting water residence times across Cockburn Sound at -10m depth in autumn for the current approach channel configuration (top) and the preferred configuration with an additional new channel to the east (bottom). While reductions in water residence times associated with the preferred scenario were modest and limited to the northern and central sections, they may prove important in Cockburn Sound where water quality (light availability) is thought to be a limiting factor for successful seagrass restoration on shelves and banks – source: BMT 2019 [1].

References [1] BMT 2019 Westport Port Options – Preliminary Hydrodynamic Modelling Study, December 2019

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Smart Port Concept Dominique Thatcher

Smart Port Concept

Dominique Thatcher Fremantle Ports, Western Australia; Dominique.thatcher@fremantleports.com.au

2 Fremantle Ports, Western Australia Summary The Smart Port Concept is a decision-making tool to bring together many disparate sources of information into a single platform. At this stage, the work is in the process of development and we are continually exploring its potential application, both within the Port logistics supply chain and across the broader organisation. Keywords: Smart Port, Data Visualisation, Digital Twin, Video Analytics, Artificial Intelligence. Introduction The vision is for the Digital Platform to enable live data visualisation on a single platform based on real-time information to assist in making informed decisions that will contribute to supply chain efficiency, both on and off port. The Digital Platform is currently based on a mix of static and dynamic data sources, and the key going forward will be the capture and generation of data in real-time where possible. Smart Port Concept The Smart Port Concept is made up of a suite of component projects, currently including:

• 3D Digital Twin • Trade Data Visualisation and Prediction Tool • Landside Logistics Activity Model • Truck Survey Video Analytics • Smart Plate Pilot • Container Tracking Pilot • Carbon Footprint Dashboard

Suite of component projects in detail 3D Digital Twin

Figure 1

Fremantle Ports Digital Twin - Real-time situational awareness - Enabling better informed decision.

A Digital Twin is a virtual representation of a physical asset or system, embedded with multiple sensors providing real-time info about dimensions, locations and conditions of the system.

Trade Data Visualisation and Prediction Tool

Figure 2

3D Trade Data Visualisation - Large data sets in digestible visuals - Unlocking trade insights.

The primary purpose of 3D Trade Visualisation tool is that it provides visual access to huge amounts of data in easily digestible visuals, well designed data graphics are usually the simplest and at the same time the most powerful. Supported by a Freight Supply Chain Intelligent Data Hub.

Landside Logistics Activity Model

Figure 3 Optimise landside logistics - Capacity for future trade growth - Minimise land freight impacts.

Enabling fast and informed decision making, relating to the permitted use of North Quay land.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Smart Port Concept Dominique Thatcher

Carbon Footprint Dashboard

Figure 4 Aggregated carbon footprint of Port. Work is also progressing on the Carbon Footprint Dashboard, which will create a single view of the IH’s carbon emissions generated by all transport modes and energy use. The following projects are at various stages of development and will ultimately provide the data sources to feed and activate the Digital Twin. Truck Video Analytics Pilot

Figure 5 Video analytics - Efficiency and productivity of freight supply chain.

Truck video analytics combined with artificial intelligence to provide a continuous truck survey.

Container Tracking Pilot

Figure 6

Proof of Concept to test and evaluate Industry 4.0 pilots (IoT) applied to operational environments of port container terminals - visualising on port and off port container movements and impacts.

Smart Plate Pilot

Figure 7 Location detection - Vehicle to infrastructure communication.

In collaboration with the Sustainable Built Environment National Research Centre (SBEnrc) and Main Roads WA, to enable heavy vehicle tracking across the network and priority at traffic lights on major freight routes. Discussion and Conclusion The purpose of the work is to: • Maximise IH supply chain efficiency based on

real-time and predictive data, instead of just historical data.

• Unlock supply chain capacity ranging from informing permitted landside logistics activities to exploring different on-port operating models that will optimise road and rail linkages to and from the port (value-add and Hub & Spoke)

• Support innovation through digitisation.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Asset Management Within the Landlord Port Model Samuel Isaacs

Asset Management Within the Landlord Port Model

Isaacs, Samuel1 1 NSW Ports, Sydney, Australia; sam.isaacs@nswports.com.au

Summary Asset management is defined as the coordinated activity of an organisation to realise value from assets. Within the landlord port model organisational value is derived from the operational activities of multiple parties, including tenants facilitating trade operations across leased assets. It is therefore critical to consider the coordinated activities of all parties within an asset management system to optimise asset value. NSW Ports has developed an ISO55,000 aligned asset management system that considers the contributions and responsibilities of multiple stakeholders to maximise asset value to the business. Keywords: Asset Management, ISO55,000, Landlord, Port, Tenant 1. Introduction NSW Ports was formed in 2013 as the private manager for Port Botany and Port Kembla, NSW’s key export and import gateways, and the Enfield Intermodal Logistics Centre and the Cooks River Intermodal Terminal. 2. Importance of asset management Asset management is a critical activity for NSW Ports to ensure functionally appropriate assets are available, in an operable condition, to facilitate port operations. This includes strategic planning to provide such facilities to meet future demand. Under the terms of its 99-year lease with the state government NSW Ports is required to maintain the existing assets, and strategically invest in new assets. There are also commercial incentives to identify new trade and business opportunities which may require infrastructure development or upgrades to existing facilities. The asset portfolio includes a number of aging assets. The 99-year lease period, in conjunction with the long-term investment approach of NSW Ports’ institutional investors promotes the organisation to take a long-term approach to asset management within a robust asset management system. The asset management system is required to deliver effective processes and controls to manage the existing asset base; and provide long term surety to the business in terms of asset requirement and development strategy. NSW Ports has implemented an asset management system aligned with the requirements of ISO 55,001. 3. Asset strategy 3.1 Developing an asset strategy An asset strategy is the series of actions required to meet future asset objectives. The objectives for an asset vary from asset to asset, but broadly consider the key considerations in Figure 1:

Figure 1: Asset strategic objective considerations

The strategy is defined based on the inputs of a range of internal and external stakeholder and using organisational and external data. As a landlord port, tenants form a critical external stakeholder community to identify future infrastructure development requirements to meet their business growth expectations. NSW Ports asset management system includes a Stakeholder Engagement Framework which identifies the procedures to undertaking routine engagement with tenants to identify these requirements. The asset objectives and resultant strategy is documented in the Asset Lifecycle Management Plan and included within a long-term cost plan. 4. System implementation 4.1 General The asset management system requires a number of asset management activities to be completed, generally on a periodic, or event-based, frequency. These can generally be described as standardised asset processes to meet compliance requirements and inform the development of asset strategy, which result in the initiation of asset projects. Projects may include feasibility studies, demand forecasts, as well as construction activities.

Asset strategy

Asset condition

Trade forecasts

Tenant/functional requirements

Structural form

Asset utilisation

Legislative changes

Climate change

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Asset Management Within the Landlord Port Model Samuel Isaacs

4.2 Asset processes 4.2.1 Asset inspections The Compliance, Inspection and Preventative Maintenance (CIPM) Framework is a core component of the system. This is a programmed series of tasks scheduled through the computerised maintenance management system (CMMS) to meet regulatory requirements, best practice maintenance, lease nominated activities and industry best practice. The CIPM schedule includes routine and detailed asset inspections which provide a comprehensive understanding of asset condition, and therefore maintenance and remediation strategies. The inspection outcomes are available for analysis and reference through the corporate GIS 4.2.2 Stakeholder engagement An Asset Stakeholder Engagement Framework formalises how NSW Ports engages with stakeholders across the asset ownership & maintenance responsibility spectrum. Tenants form a primary user group and are consulted in a formalised and structured manner. The consultation frequency depends on the asset criticality, utilisation and complexity. The engagement uses standardised form to:

• Review understanding of lease obligations for both parties,

• undertake a 180° review of both the tenant and NSW Ports asset management performance, and

• identify the tenant’s asset utilisation, future business strategy and associated infrastructure requirements and overall alignment with the NSW Ports corporate objectives.

The outputs of the stakeholder engagement directly feed into the asset strategy documented with an Asset Lifecycle Management Plan, and where applicable inform further asset management activities. 4.2.3 Risk & Criticality assessment Risk and criticality assessment has been undertaken for NSW Ports assets. Risk assessment reviews the risks associated with operational activities including maintenance activities. Risk assessment is used to identify process or asset improvement works required to mitigate unacceptable risks. Criticality assessment is used to identify how critical an asset is to NSW Ports meeting its organisational objectives. A criticality level is assigned to each asset. This informs the frequency of asset inspections and is used to prioritise maintenance effort and expenditure.

4.3 Asset strategy outcomes The following projects and tasks are examples of the asset strategy being implemented for different NSW Ports assets. Port Botany Road Capacity – NSW Ports undertook vehicle counts and freight volume forecasts and is now undertaking traffic modelling of the road network around Port Botany to understand road capacity, utilisation and the potential need for intersection & road upgrade requirements. Brotherson Dock & Bulk Liquid Berth 1 Life Extension Works – NSW Ports is implementing a long-term strategy to undertake concrete remediation works and install a combination of hybrid and water anode cathodic protection systems to these aging concrete structures. These assets are required in the long term for Port Botany to meet trade requirements. Enfield ILC Additional Rail Sidings – NSW Ports constructed two additional rail sidings at the Enfield ILC to meet lease obligations and create additional rail capacity to facilitate rail freight needs. 5. Capability benefits A long-term approach enables NSW Ports to contribute effectively to the masterplan work undertaken by state agencies which typically considers a 30 year economic demand and infrastructure development horizon. The port is reliant on state provided infrastructure including road and rail access to the port to meet it’s long term growth potential. Asset management within a formalised asset management system also facilitates a high level of compliance assurance with regulatory and contractual obligations. 6. Acknowledgements I would like to thank my colleagues at NSW Ports for the support in both preparing this paper, and embracing the evolution in asset management practices across NSW Ports. References [1] Asset Management Council, (2014), Framework for Asset Management: 2nd Edition

[2] International Standards Organisation, (2014), ISO 55000:2014 Asset management — Overview, principles and terminology

[3] Institute of Asset Management, (2015), Asset Management – an anatomy

[4] Institute of Asset Management, (2008), PAS 55-1:2008 Asset Management – Part 1: Specification for the optimised management of physical assets

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Forecasting the Motions of Moored LNG Carriers Wim van der Molen and Doug Scott

Forecasting the Motions of Moored LNG Carriers

Wim van der Molen1 and Doug Scott2 1 Baird Australia Pty Ltd, Sydney, Australia; wvdmolen@baird.com 2 W.F. Baird & Associates Coastal Engineers Ltd, Ottawa, Canada

Summary Definition of operational criteria for mooring of ships at coastal terminals may be enhanced by relating operational criteria directly to vessel movements and mooring forces instead of environmental conditions. A moored ship forecast system was developed for the Peru LNG export terminal consisting of global wind-wave generation and propagation modelling coupled to simulation of moored ship response. The system was verified using measurement of waves and ship motions with a focus on understanding the infragravity wave patterns at the terminal and their effect on surge motions of moored ships. Keywords: moored ships, infragravity waves, forecasting. Introduction Operational criteria for ports and terminals are usually defined in terms of specific metocean conditions, mainly wind speed, current speed and significant wave height. These conditions indirectly affect the efficiency of the (un)loading operations and the safety of the ship at berth or during transit to and from the berth. However, further optimisation may be possible by relating the criteria to vessel motions and mooring forces, i.e. the parameters that directly define operability and safety. We developed a moored ship forecast system for the Peru LNG export terminal to assist the terminal operator with the scheduling of vessel visits. The Peru LNG terminal is located approx. 150 km southeast of Lima. The terminal has a dual shipping channel and a detached breakwater, shown in Figure 1, to protect the berth against the dominant southwest swells. Ships enter the terminal through the north channel, berth port side alongside and depart through the south channel.

Figure 1 Peru LNG terminal (source: Google Earth)

The breakwater protects the berth against the incoming swells. However, infragravity waves that are incident as bound long waves during large swell conditions diffract around the breakwater and reflect from the beaches behind the terminal. Careful consideration of infragravity waves was paid during the set-up of the moored ship forecast system.

Set-up of Numerical Models The forecast system relies on the global wave model WaveWatch III (WW3) [4] and the moored ship simulation model Quaysim [3]. WW3 is run using four nested grids, starting from a global grid down to a grid with a resolution of 0.6’ in the vicinity of the terminal. The model results were tuned against two years of wave buoy data in the channel outside the breakwater. The WW3 model includes wind-wave generation and propagation on the ocean, as well as refraction and dissipation processes in coastal waters. However, the model does not include diffraction of waves around the breakwater and generation of infragravity waves. The diffraction of waves around the breakwater is included in precomputed wave force transfer functions for Quaysim calculated with a boundary-integral method based on the free-surface Green function. Panels are placed on the vessel hull as well as on the breakwater surface to include the diffraction of the offshore incident waves. This is possible here, since the bathymetry around the breakwater and near the berth is almost flat. Wave force transfer functions for infragravity waves were obtained in the same way. Quaysim is a time-domain mooring simulation model. Nonlinear properties of mooring lines and fenders can be included. The input consists of gusting wind, a constant current speed and irregular short-crested waves. The model is run for eight hours simulation time. An extreme analysis is conducted on the hourly maximum ship motions and mooring line forces to obtain an expected value of the maxima that is less susceptible to statistical variation than the pure maximum from the run. The wave input to Quaysim comprises the full 2D frequency-direction spectrum from WW3 outside the breakwater. In this way, all features such as multi-peaked swell spectra and additional seas are retained. Associated bound long waves are also generated from this spectrum using a theoretical relationship for each pair of wave components.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Forecasting the Motions of Moored LNG Carriers Wim van der Molen and Doug Scott

Uncertainties in the input conditions are captured by choosing a mooring line pretension value less than the intended pretension. Therefore, the pretension is chosen conservatively, leading to larger vessel motions, while other parameters such as the forecast wave height and mooring line properties are chosen as best-estimates. Forecast System The forecast system is run on a web server. The results can be accessed using a secure connection. Wave results are available at various locations in the channel and at the berth. Moored ship results are available for five LNG carriers that are representative of the vessel fleet that calls at the terminal. The vessels are considered both in ballast and laden conditions. Maximum movements at the manifold, vessel roll, mooring line and fender forces are displayed. Periods are highlighted where criteria are exceeded as shown in Figure 2. This enables the terminal operator to view and monitor available windows for upcoming vessel visits.

Figure 2 Sample forecast display for a vessel in ballast and laden conditions

The forecast period is 16 days and is automatically updated every 12 hours. This refreshing time is used to download the latest CFSR global wind forecast data, conduct WW3 runs on the four nested grids and moored ship runs for the five ships at three-hour intervals in the forecast. Moored Ship Model Verification Measurements of (long) waves, moored ship motions and mooring line forces were conducted at the terminal in August and September 2018 to verify and calibrate the forecast system. Pressure sensors and PUV instruments were deployed at four locations. Ship motions were measured during seven vessel visits with total stations placed on the outer mooring dolphins, which provided an intrinsically safe system at an LNG terminal. The main purpose of the long wave measurements was to identify the source of the long waves at the berth that force the vessel to surge. It was found that during relatively calm conditions the long waves at the berth were dominated by reflections from the shore, while during large swell conditions the long waves are dominated by incident bound long waves

diffracted around the breakwater. The relationships were in line with observations of incident infragravity wave height outside the surf zone (~Hs

2Tp) [1] and infragravity wave height in the swash zone (~√H0L0)

[2], which are the waves that reflect from the shoreline. Shoreline reflected infragravity waves are added separately in the moored ship simulations. Ten events were selected from the measured ship motion data for comparison with the forecast system. For the purpose of verification, the input consisted of measured wave conditions outside the breakwater, measured wind at the berth and pretension in mooring lines tuned to the measured average mooring line forces. Simulated swell and long waves behind the breakwater, ship motions and mooring line forces could then be compared to the measurements as shown in Figure 3.

Figure 3 Simulated significant surge and sway motion amplitudes at the manifold for the ten events.

Conclusions A moored ship forecast system was developed for the Peru LNG terminal to better predict when ship motions and mooring forces are within safe limits. The system was verified using measurements of waves and ship motions at the terminal. It was found that infragravity waves diffracted around the detached breakwater mostly trigger the surge motions of vessels at the berth during large swell events. These long waves are input in the forecast system associated with the incident swells outside the breakwater. References [1] Inch, K., Davidson, M., Masselink, G. and Russell, P. (2017). Observations of nearshore infragravity wave dynamics under high energy swell and wind-wave conditions. Continental Shelf Res., 138, 19-31.

[2] Stockdon, H.F., Holan, R.A., Howd, P.A. and Sallenger Jr, A.H. (2006). Empirical parameterization of setup, swash and runup. Coastal Eng., 53, 573-588.

[3] Van der Molen, W., Scott, D., Taylor, D. and Elliott, T. (2016). Improvement of mooring configurations in Geraldton Harbour. J. Mar. Sci. Eng. 2016(4), 3.

[4] WW3DG (2016). User manual and system documentation of WaveWatch III version 5.16. Report of the WaveWatch III Development Group.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 PIANC Working Group 208 – Planning for Automation of Container Terminals Carsten Varming

PIANC Working Group 208 – Planning for Automation of Container Terminals

Carsten Varming1

1 NSW Ports, Sydney, Australia; Carsten.Varming@nswports.com.au

Summary In January 2019 the PIANC Working Group 208 was established with the objective to “provide guidance to owners, operators and designers of container terminals worldwide, in order to provide safer, environmentally and cost-effective operation of the terminals”. A kick-off workshop was held at PIANC headquarters in Brussels on 31 January 2019 attended by most of the 16 working group members from across North America, Europe, Japan and Australia. Over 12 months later, the Guideline is nearing its first draft with the final guideline aimed to be published by PIANC in late 2020 or early 2021. This paper aims to set out the broad outline of the upcoming guideline and some of the guiding principles adopted by the working group in preparing this guideline. Keywords: Automation, Container Terminals, Planning. Introduction In recognition of the rapid change in operational mode of container terminals across the world from manual operation to that of semi or fully automated operation, PIANC established a working group to provide guidelines for owners, operators and designers of container terminals worldwide. Detailed Terms of Reference was provided to the working group by the PIANC directorate to provide the working group with the context of the guideline and setting expectations about subjects to be covered by the working group. 1. Working Group Members Working Group 208 consisted of 16 members from across the world as follows:

1. United States of America – 3 2. United Kingdom - 4 3. Netherlands – 2 4. Australia – 2 5. Japan – 2 6. Canada – 2 7. Spain – 1

The members primarily come from the consulting engineering sector (11), owners/operators (4) and research (1). 2. Terms of Reference Todays terminals can be divided into small, medium and large. . Among the large terminals, very few have automated terminals today and few of them have started the automation process. Most terminals are operating the “old” way with conventional equipment. Most large new terminals, which are under construction, are planning for a semi-or fully-automated operation. Even some medium and small terminals are being automated because of the cost of technology and the productivity potential. This means that in a few years it will be normal that all new container

terminals and many existing will have semi-automatic or fully automatic solutions. 3. Working Group Schedule The working group kick off meeting was held in PIANC Headquarters in Brussels on 31 January 2019, attended by 12 of the 16 members in person. Subsequent to this, regular WebEx conferences were held ahead of the second face to face meeting held in Long Beach California on 23 and 24 September 2019. A final face to face meeting is currently being planned for April 2020 with a suggested location being Sydney or Melbourne Australia. 4. Guideline Focus Due to the many variables involved in the planning for an automated container terminal, the working group decided early on to not focus the guideline on solutions but rather on the issues that are essential to consider when planning for an automated container terminal. Some experience from various existing semi or fully automated container terminals around the world is used as examples throughout the guideline of lessons learnt, good practise etc. 5. Status of Working Group 208 A draft version of the guideline is close to being complete and the upcoming face to face meeting in April 2020 is aimed as being the final editing opportunity before the guideline is handed over to editorial staff for final editing. The guideline is aimed at issue by PIANC between late 2020 and early 2021.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 PIANC Working Group 208 – Planning for Automation of Container Terminals Carsten Varming

6. Guideline Content The draft guideline is a comprehensive document covering a wide range of issues including:

• Definitions of semi and fully automated terminals

• Key elements of automated systems • Developing a Business Case for

Automation • Terminal Planning • Terminal Integration • Engineering, Implementation and

Maintenance 7. Presentation The presentation at the conference will present some of the interesting and key findings from the publication and the participation working with the Working Group from an Australian perspective.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Spoilbank Marina, Port Hedland – Planning & Design Alex Clapin, Clint Doak, Jason Bradford and Bart Heijlen

Spoilbank Marina, Port Hedland – Planning & Design

Alex Clapin1, Clint Doak1, Jason Bradford2 and Bart Heijlen2 1 M P Rogers & Associates Pty Ltd, Perth, Australia; a.clapin@coastsandports.com.au

2 Department of Transport, Perth, Australia Summary The project to deliver the Spoilbank Marina, a much needed recreational boating facility in Port Hedland, Western Australia, has a long planning history of two decades. This extended abstract provides relevant background on the project and some of the key challenges overcome, most notably the risks between commercial and recreational vessels. Lastly, some of the key considerations of the detailed design, currently being managed by the Department of Transport and completed by M P Rogers & Associates, are outlined. Keywords: Port, recreational marina, planning, risk and coastal structures. Introduction The Town of Port Hedland (Town) is the second largest local government area in the Pilbara region of Western Australia, with an urban population of approximately 14,500 [1]. The Town is also home to the world’s largest bulk export port, the Port of Port Hedland (Port), which trades primarily in iron ore. Port Hedland and the surrounding areas of coastline are popular among local residents, temporary workers and visitors for recreational boating. A project to deliver a recreational boating marina in Port Hedland has been ongoing over the last two decades and has received strong support from numerous stakeholders. Existing Facilities The only facility for recreational boating within the Port Hedland townsite is the Richardson Street boat ramp. This boat ramp features a carpark with the capacity for 70 cars with trailers, two boat ramp lanes, a finger jetty and a 150 m long dredged channel, as shown in Figure 1.

Figure 1 Existing Richardson Street boating facility.

The existing dredged channel terminates within a constrained section of the Goldsworthy Shipping Channel, which vessels are required to navigate in order to access deeper water. A number of incidents and near misses between commercial Port vessels and recreational vessels have been recorded in this vicinity by the Pilbara Port Authority (PPA). The close proximity of the commercial and

recreational vessels using the Richardson Street boat ramp is illustrated by Figure 2.

Figure 2 Ship navigating Goldsworthy Channel while vessels are using the Richardson Street boat ramp.

Fortunately, none of the recorded incidents resulted in any collisions or physical harm. However, they have further justified the case for the construction of a recreational boating marina at a suitable location, which would enable the existing Richardson Street facility to be closed. Potential Recreational Marina Locations The feasibility of seven potential recreational marina locations, shown in Figure 3, was investigated in terms of environmental impact, capital and maintenance costs and the opportunities available for surrounding development [3].

Figure 3 Potential recreational marina locations investigated.

The following key conclusions were made:

Goldsworthy Shipping Channel

Dredged Channel

Boat Ramp & Finger Jetty

Richardson Street

Spoilbank Cemetery Park

East End Development Lock Pretty

Pool

Cooke Point (2)

Carpark Richardson Street

Vessels Using Richardson Street Boat Ramp

Port Vessel

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Spoilbank Marina, Port Hedland – Planning & Design Alex Clapin, Clint Doak, Jason Bradford and Bart Heijlen

• Expanding the existing facility and developing a marina at Richardson Street was not considered feasible, given the risks associated with vessel conflicts mentioned previously, as well as a lack of available landside area for development.

• The beaches near Cemetery Park and Pretty Pool are known turtle nesting areas and were therefore considered unfeasible for a marina development.

• The East End development lock option was considered unfeasible due to several significant challenges associated with its implementation, including water quality and high capital and ongoing maintenance costs.

• Comparing the remaining options in more detail, it was identified that the costs to construct and maintain a marina at the Spoilbank would be significantly less than at Cooke Point due to closer access to navigable water and the protection afforded by the Spoilbank itself. Furthermore, a marina facility at the Spoilbank location was recognised as providing significantly greater opportunities in terms of adjacent land development.

The Spoilbank The Spoilbank originally evolved from the placement of material generated by historical dredging campaigns to construct the nearby Port. In late 2018, an updated Spoilbank Marina concept design featuring a recreational facility and accompanying landside development on a southwestern portion of the Spoilbank, was presented in a business case to Government and was subsequently approved. This concept design for the marina is shown in Figure 4.

Figure 4 Spoilbank Marina concept design.

Port of Port Hedland In conjunction with the evolution of the planning and design for the Spoilbank marina over the past two decades, the Port’s throughput has increased dramatically and is forecast to continue to do so. A record annual throughput of 699.3 million tonnes

was achieved in 2017/18 [4] which is 632% higher than the 110.6 million tonnes achieved in 2005/06 [5]. This increase in throughput has been met by both larger vessels as well as increased vessel movements. Risk Workshops Two workshops, each two days in length, were held in 2015 and 2018 between a number of stakeholders, including the Pilbara Development Commission, Town, PPA and the Department of Transport (DoT). These workshops were held in order to assess the risks between commercial Port vessels and recreational vessels associated with the proposed Spoilbank Marina [2]. The identified risks were evaluated in comparison to the existing Richardson Street facility and a number of design options and mitigation strategies were explored, including different channel alignments. The outcome of the second risk workshop showed that the risks between commercial Port vessels and recreational craft could be managed to tolerable levels for the concept design in Figure 4. Current Project Status & Key Considerations In early 2019, DoT was assigned with project managing the progression and delivery of the Spoilbank Marina detailed design. This is currently underway and scheduled for completion in the coming months. Some of the key considerations for the detailed design, currently being worked through, are: • Metocean conditions, including water levels,

waves, wind and currents. • Coastal processes, including sedimentation

and the evolution of the Spoilbank landform. • Climate change impacts over the design life. • Geotechnical conditions. • Long period waves and currents generated by

the passing of commercial Port vessels. • Environmental considerations, including the

threatened Flatback sea turtle and migratory shorebirds.

• Demand for marina pens in Port Hedland. • Landside activation and amenity. References [1] Australian Bureau of Statistics (2016). 2016 Census QuickStats, Government of Australia.

[2] Marico Marine New Zealand Ltd (2018). Port Hedland Spoilbank Marina Risk Assessment, Report 18NZ404 V2.

[3] M P Rogers & Associates Pty Ltd (2011). Port Hedland Alternative Marina Locations Study, Report R288 Rev 1.

[4] Pilbara Ports Authority (2018). Annual Report 2017 -18.

[5] Pilbara Ports Authority (2006). Annual Report 2005 -06.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 How to Design a Marina in No Time – Spoilbank Marina, Port Hedland Bart Heijlen and Jason Bradford

How to Design a Marina in No Time – Spoilbank Marina, Port Hedland

Bart Heijlen1 and Jason Bradford1 1 Department of Transport, Perth, Australia

Summary The Department of Transport (DoT) was tasked in late 2018 to progress a concept design of the Spoilbank Marina, a new boating facility in Port Hedland, Australia, towards construction in 2020. Within this time frame all necessary studies needed to be completed, including obtaining environmental approvals. To achieve this goal, DoT commissioned many investigations and studies in parallel. This abstract outlines the studies carried out and some of the challenges faced during design. Keywords: marina, small craft harbour, marina design, recreational and commercial vessel interaction Introduction Port Hedland is a coastal town of around 16,000 people in North West Australia, approximately 1,800km north of Perth (Figure 1) [1]. Port Hedland also is the world’s largest bulk export port with over 500bn tonnes being exported yearly. Export mostly consists of iron ore [2].

Figure 1 Project location.

Boating is a popular activity in the Port Hedland community. Current boating infrastructure is limited and there is high demand for better boating facilities. Plans for a marina in the Town have been discussed for the past two decades. Feasibility studies have concluded the Spoilbank was the most suitable location for a marina in the Town. The

current state government is committed to delivering this marina. A concept design was developed in 2018 by DevelopmentWA. Following completion of this concept, DoT was tasked to progress the project into detailed design, with construction envisaged in 2020. Figure 2 shows a recent iteration of the marina concept. Marine components include an entrance channel, breakwaters, sand trap, marina basin, pontoons, a public jetty and a four-lane boat ramp with associated car park. Land side components include public open space and a hard stand for vessel maintenance.

Figure 2 Spoilbank Marina Concept (Source: [3])

Site description The Spoilbank is a challenging location to build a marina. It is an artificial land form, created as an island in the 1960s and 1970s when dredge spoil was side casted during the dredging of Port Hedland’s main shipping channel. It has since evolved and migrated to shore. The Spoilbank is now eroding and is still highly dynamic. The Spoilbank Marina site is proposed at the site of the Port Hedland’s Yacht Club. The Yach Club was established in the 1970s but its basin has been slowly smothered by the migrating Spoilbank.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 How to Design a Marina in No Time – Spoilbank Marina, Port Hedland Bart Heijlen and Jason Bradford

Conditions at the site are characterised by a high tidal range (~7m), strong tidal current, a mixture of naturally occurring sediment and dredge spoil, a continuously changing landform, exposure to cyclonic conditions and close proximity to a busy shipping channel. Stakeholders Extensive community and stakeholder consultation has been ongoing over the past decades. Main stakeholders in the project include: • Town of Port Hedland; • Department of Transport; • Pilbara Port Authority; • Pilbara Development Commission; • DevelopmentWA; • The Port Hedland Community; • The Port Hedland Yacht Club; and • The Kariyarra people, original inhabitants of the

Port Hedland region Studies undertaken in 2018-2020 When DoT got involved in late 2018, a concept design had been done. Geotechnical information was available from 2009 and preliminary environmental investigation had been done in earlier stages. Following studies were undertaken by DoT to progress the design: • Metocean Data Collection; • Metocean Design Criteria and Coastal

Processes Study; • Detailed Design of Marine Structures; • Coastal Hazard Risk Management &

Adaptation Plan; • Passing Vessel Study; • Geotechnical and Quarry Investigations; • Dredging and Spoil Disposal Study; • Harbour Accessibility Evaluation; • Spoilbank Morphodynamics; • AWAC/SSC Correlation and Analysis; • Landscaping Detailed Design; • Civil Detailed Design; and • Trucking Route Design. Following documents were prepared as part of the environmental referral documentation: • Construction Environmental Management Plan; • Dredging Environmental Management Plan; • Dust Management Plan; • Operational Environmental Management Plan; • Marine Environmental Quality Plan; • Flora and Vegetation Survey;

• Sawfish Impact Assessments; • Migratory Birds Impact Assessment; • Flatback Turtles Impact Assessment; • Artificial Lighting Impact Assessment Report; • Sediment Sampling and Analysis Report; • Water Quality Modelling Report; • Benthic Communities and Habitat Report; and • Cumulative Loss Assessment. Challenges A time frame of approximately two years to get studies and design completed, environmental applications approved, go out to tender, and start construction, is ambitious. This short time frame forced DoT to carry out studies in parallel that would normally been done sequentially. Much essential information, such as reliable design wave conditions, only became available relatively late in the design stage. The environmental approval process also had to be progressed before completion of detailed design. This entailed a risk of higher level of assessment by the environmental authorities with longer associated time frames for approval. For the majority of the detailed design stage, it was unclear which agency would delivery and/or manage the facility. This posed uncertainties for procurement and planning/development applications. This also complicated decision making where on design aspects that impact maintenance of the facility. Establishing sedimentation rates (present and future) of an artificial land form subject to cyclones is technically challenging. The long period waves generated by the passing of very large iron ore carriers close to the marina also needed careful consideration. While Port Hedland is a highly industrial environment, there were still some important environmental factors to consider. Dust levels in the west end of Port Hedland are a concern for public health and a key factor for environmental approvals. The beach adjacent to the Spoilbank is an important turtle nesting area and potential impacts on the turtles were carefully considered. References [1] Town of Port Hedland website https://www.porthedland.wa.gov.au/our-community/community/about-port-hedland.aspx

[2] Pilbara Ports website, https://www.pilbaraports.com.au/Port-of-Port-Hedland

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The Superyachts are coming to Australia, but are we ready? Harry Sunarko, Matteo Magherini, Jeremy Visser and Brad Saunders

The Superyachts are coming to Australia, but are we ready?

Harry Sunarko1, Matteo Magherini2, Jeremy Visser3 and Brad Saunders4 1 BMT, Perth, Australia; harry.sunarko@bmtglobal.com

2 Lateral Naval Architects, Southampton, UK 3 BMT, Brisbane, Australia

4 BMT, Perth, Australia Summary In December 2019, the Australian parliament passed the Special Recreational Vessel (superyacht) Legislation to enable foreign vessels to be chartered in Australian waters. According to Superyacht Australia, this legislation is anticipated to create close to 12,000 jobs and to contribute around $1.64 billion to Australia’s economy by 2021. But is Australia ready to take advantage of the anticipated increase in superyacht visits? In this paper, the authors explore the recent developments and trends in the superyacht industry, which present new challenges and opportunities for the wider marine sector.

Keywords: Superyacht, Marina, Harbours, Recreational Boating, Special Recreational Vessel Act 1. Introduction The superyacht industry in Australia was dampened by regulator and tax barriers, which were not conducive for foreign vessels to operate in Australia. The Special Recreational Vessel Act 2019 (SRV Act) marks a new chapter for the industry and has the potential to provide economic benefits to Australia both in major and regional cities. The superyacht industry; albeit niche and specialised, can have direct and indirect impact on other industries such as tourism, hospitality, marine services, vessel manufacturing, maintenance, repair and refit. 2. Legislative Change Under previous legislation, a foreign vessel operating in Australian waters and wishing to be available for charter, must be imported into the country. As part of this import process, it attracted 10 percent GST (Goods and Services Tax) on the value of the vessel. This became a barrier to entry for foreign vessels and adversely affected the industry. In 2017, an amendment to the Coastal Trading Act 2012 was proposed through The Coastal Trading (Revitalising Australian Shipping) Amendment Bill 2017. The bill contained a number of amendments, which included the removal of importation cost and replaced it with GST paid on the value of the charter, instead of the value of the vessel. This Bill was blocked and had since lapsed [2], [3]. Over the last few years, superyacht industry bodies have been working with the States and Federal government to consider the benefits that the Superyacht Industry can provide to Australia’s economy. These efforts led to the introduction of the Special Recreational Vessels Bill 2019, which was passed on 5 Dec 2019 and received its Royal Assent on 11 Dec 2019.

The SRV Act allows granting of temporary licences under the Coastal Trading Act, this, in turn enable ‘special recreational vessels’ (superyacht) to visit Australia for up to 12 months and conduct commercial activities such as chartering without being regarded as imported under customs legislation. 3. Economic Benefits The potential economic benefits in terms of job creation and expenditure, which filters through the marine industries’ supply chain, cannot be overlooked. The types of contribution made by the industry include:

• Berthing expenditure; • Operating expenditure (both in fixed costs

such as vessel survey, insurances, administration, and variable costs such as crewing, fuel and consumables);

• Tourism spending; • Crew spending; and • More lucratively, the new construction

market – Australia has one of the best facilities in the world, based in Henderson (Western Australia). The estimated cost for construction per linear metre is $1,784,000. The construction of a superyacht creates jobs for the short to medium terms, which enable the industry to retain its skilled staff for the naval defence industry [1].

• Maintenance, repair and refit. As active vessels spend on average between 10% and 12% of vessel value in maintenance each year.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The Superyachts are coming to Australia, but are we ready? Harry Sunarko, Matteo Magherini, Jeremy Visser and Brad Saunders

4. What can we do?

4.1 Understanding of Fleet Trend Understanding the current and future fleet of superyacht provides a starting point in addressing the market. According to various superyacht industry intelligence reports, the global superyacht fleet has currently surpassed 5000 vessels. With approximately 150 new build per year, trends are showing that on average superyachts are growing in length, volume (i.e. Gross Tonnage), and increasing top speed. Interestingly, recent year statistics report a growing interest for alternative type of propulsions (hybrid, diesel-electric, and others) and in general a more “sustainable” superyacht experience. Within this paper, the authors will analyse current fleet data and postulate about future superyacht key technical features and fleet demands. 4.2 Public Policy and Investment In terms of public policy, investment and incentive, the authors have not observed a joint approach at states and territories level. The only state that has published its superyacht industry strategy is Queensland, with a vision to increase Queensland’s share of the global market by 10% and be recognised as the key superyacht hub in the Asia Pacific region. The strategy is multifaceted and addressed the current impediment to growth such as:

• Retention of customs clearance services in critical destinations (e.g. Gold Coast)

• Increase superyacht’s accessibility in the Whitsundays region

• Promote infrastructure development to have the capability of building vessels over 80 metres

• Supporting and developing its supply chain capabilities.

Furthermore, the Queensland government has set up a Superyacht Industry Development Fund to support the superyacht supply chain in acquiring internationally recognised industry certification ad accreditation. With this, the supply chain’s appeal to the overseas market will be enhanced, as well as boosting business development and marketability. No published information is available for the other states and territories. It is understood that the NT Government undertook a scoping study for developing the superyacht industry in Darwin, coupled with the development of Darwin’s Ship Lift and Marine Industry (SLAMI) project. It is anticipated that Darwin can be hub for the Northern Australia region.

4.3 Private Sector Investment There are a number of existing facilities in Australia that can cater for the superyacht industries, for berthing, manufacturing, maintenance and repair. However, for vessels larger than 50m, the infrastructure options are limited. Considering the infancy of the SRV Act, it is unlikely for the superyacht industry to be the main driver for investment into new infrastructure (marinas, harbours, slipways). The authors do however anticipate investment in marketing Australia as an attractive destination for tourism and vessel maintenance and refit. 5. Discussion and Conclusion The SRV Act enables Australia to attract superyachts into the region and into Australia for undertaking commercial activities, chartering activities, as well as maintenance, repair and refit works. Apart from Queensland, most of the states and territories are yet to decide what they are going to do with the Superyacht Industry. Will it be business as usual? Based on the industry developments and trends, the authors outline its recommendations on what can be done in Australia to capitalise on this opportunity. References [1] AEC (2016), Economic Impact of the Superyacht Sector on the Australian Economy. Report prepared on behalf of Superyacht Australia and the Australian International Marine Export Group.

[2] Department of State Development, Manufacturing, Infrastructure and Planning (2018), Queensland Superyacht Strategy 2018 – 23.

[3] Parliament of Australia. Coastal Trading (Revitalising Australian Shipping) Amendment Bill 2017. From https://www.aph.gov.au/Parliamentary_Business/Bills_Legislation/

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Measuring and Modelling Seiche in Three Recreational Harbours in NSW and Ramifications for Proposed Development IFW Jayewardene, B Blumberg, E Couriel and K Morton

Measuring and Modelling Seiche in Three Recreational Harbours in NSW and Ramifications for Proposed Development

Indra F W Jayewardene1, Ben Blumberg1, Ed Couriel1 and Kevin Morton2

1 Manly Hydraulics Laboratory, DPIE, Sydney, Australia; Indra.Jayewardene@mhl.nsw.gov.au 2 Crown Lands, DPIE, Newcastle, Australia

Summary Manly Hydraulics Laboratory (MHL) has for over two decades recorded seiche or infra gravity wave (>30s) activity from time to time at the Coffs, Crowdy Head and Ulladulla harbours. Recent proposed developments in these harbours have resulted in investigations (using both physical and numerical models) into harbour response to forcing functions that result in seiche at these harbours to minimise impacts on the proposed development. This paper outlines some of the successes and difficulties encountered in matching the model results to the measured seiche. Keywords :seiche, vessel response, forcing functions. Introduction Recent proposed developments and damage during the June 2016 storm have resulted in MHL investigating the problems caused by seiche in the Coffs[1], Ulladulla and Crowdy harbours. Figure 1 indicates the layout of a 1:58 scale 3D model used to successfully model strategies to reduce disturbance in the Coffs boat harbour ramp.

Figure 1 Layout of 3D basin for Coffs harbour indicating proposed developments and wave probe positions

Figures 2a and 2b indicate white noise modelling using a Boussinesq model [2] of a prominent seiche mode indicating locations where disturbance at proposed locations could be minimised.

Figure 2a White noise model of Ulladulla harbour with permeable tuna wharf indicating 105s–130s seiche

Figure 2b White noise model of harbour with impermeable tuna wharf indicating reduced seiche

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Measuring and Modelling Seiche in Three Recreational Harbours in NSW and Ramifications for Proposed Development IFW Jayewardene, B Blumberg, E Couriel and K Morton

Figures 3a and 3b Damage at Crowdy Head harbour jetties due to seiche activity during the June 2016 storm

Historic Field Data Figure 4 and Table 1 indicate historic data collected at the Crowdy and Ulladulla harbours over the last two decades. This data (along with data from Coffs harbour) was utilised to simulate seiche both physically and numerically in these three harbours to evaluate proposed development strategies. MHL proposes to provide results that will further elaborate the investigation into these critical seiche periods and their related forcing functions.

Figure 4 Historic data on 200s–230s seiche collected at Crowdy harbour

Table 1 Seiche amplitude and period in Ulladulla 9 April 2006 at 0300 hrs

Site Amplitude Period Boat ramp EWS 11.1 cm 83.9s Main wharf EWS 6.9 cm 90.8s Tuna wharf EWS 13.3 cm 87.6s Tuna wharf cross-shore current 3.1 cm/s 87.9s Tuna wharf longshore current 15.5 cm/s 88.7s

Physical Modelling Three methodologies are currently utilised to physical model seiche at MHL These are:

• short wave spectra to generate seiche (Coffs) • long waves to generate long waves (Crowdy) • an impulse function to generate a seiche wave

which was predicted to occur theoretically. These methods will be discussed along with ramifications to ameliorating vessel movement and mooring forces within these harbours. Numerical Modelling and Analysis Analytical methods utilising differing modes in a rectangular basin (Coffs) and the Bessel function to obtain seiche periods in a circular harbour (Crowdy

and Ulladulla) will be presented. The seiche periods obtained from these methods are correlated to the measured seiche periods. The resonance energy due to these specific periods is investigated using white noise modelling in a well-accepted DHI-Boussinesq model. Brief Summary This paper will elaborate on the following:

• the simulation of recorded seiche periods both numerically and physically in three recreational harbours in NSW

• the simulation of seiche periods using short wave spectra in Coffs harbour thereby identifying relating forcing by bounded long waves and surf beat to recorded specific seiche events

• the modelling leading to a concept design which reduced seiche in the boat ramp harbour at Coffs by 25%

• analysis leading to identifying seiche frequencies resulting from bay resonance and harbour resonance at Ulladulla. White noise modelling that indicated changes to the permeability of the tuna wharf could lead to reduced resonance in the harbour and identification of locations where future development would be minimally impacted by seiche

• analytical methods of identifying modes and seiche frequencies both in rectangular (Coffs) and circular (Crowdy) harbours

• three methodologies using impulse function, white noise and long wave modelling to simulate seiche physically in a 3D physical model

• some (almost) discarded physical modelling methodologies and proposed new methods in modelling seiche in small harbours

• ramifications of accurate seiche simulation to the estimation of vessel movement at specified berths in a recreational harbour and the reduction of related mooring forces for proposed development in these harbours.

Reference

[1] Jayewardene, IFW Couriel E,Light O,Kulmar M, 2016, Simulatting Long Waves in a Coffs Harbour 3D Physical Model Using Short Wave Spectra Is, Journal of Shipping and Ocean Engineering 6 (2016) 15-21

[2] Kofoed-Hansen, H, Kerper, DR and Kirkegaard, J, 2005, Simulation of Long Wave Agitation in Ports and Harbours Using a Time Domain Boussinesq Model, Proceedings from Fifth International Symposium on Ocean Wave Measurement and Analysis, WAVES 2005, Madrid, Spain

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 WG 222 – Design Guidelines for Floating Breakwaters in Marinas Andrew Brown and Claudio Fassardi

WG 222 – Design Guidelines for Floating Breakwaters in Marinas

Andrew Brown1 and Claudio Fassardi2 1 Tonkin + Taylor Ltd, Auckland, New Zealand; abrown@tonkintaylor.co.nz

2 Jacobs, San Diego, USA Summary Designed and installed within their range of application, floating breakwaters can relieve docking facilities, boats and users from excessive wave-induced motions or wave damage. PIANC PTC2 Working Group No. 13 Floating Breakwaters – A Practical Guide for Design and Construction, 1984, is the only guideline currently available and, in the light of advances in applied research, materials, construction technologies and modelling tools, it is in need of review and update. Working Group 222 was established in January 2020 and is comprised of consulting engineers, researchers, and marina design-build contractors with the aim of preparing revised design guidelines. This presentation will provide an update on the progress of WG 222. Keywords: Floating breakwater, wave attenuator, guidelines Introduction Floating breakwaters, also known as wave attenuators, are wave protection structures with specific characteristics for specific wave environments, which require specialised design guidelines. Marinas and small craft harbours are often exposed to waves and require structures to protect docking facilities, boats and users from excessive wave-induced motions or wave damage. Among the several wave protection structures available, floating breakwaters are often considered at locations where vessel wake, or wave conditions are relatively mild but still conducive to unacceptable levels of agitation. As opposed to breakwaters that are fixed and founded on the seabed, floating breakwaters anchored either with piles (refer Figure 1) or mooring lines (refer Figure 2) are dynamic. Consequently, they can only attenuate and not completely block incoming waves. Furthermore, to minimise footprint and reduce cost for most commercial applications, their size is constrained in a way that makes them effective within a narrow range of wave periods of approximately up to 4 seconds. The wave protection performance of a floating breakwater is closely related to its geometry, mass properties, mooring system and how these relate with the design wave conditions. Therefore, a good understanding of these relationships is critical for adequate design. Historically, floating breakwater design has been based on limited field and physical model experiments and empirical formulae derived from these. At times, the experimental data and empirical formulae have been used outside their range of validity and this has led to designs of poor performance and structures that have suffered catastrophic failure.

Recent advances in applied research, materials, construction technologies and modelling tools and methods can significantly improve the understanding of floating breakwater performance and assist in the development of efficient and safe designs. PIANC PTC2 Working Group No. 13 Floating Breakwaters – A Practical Guide for Design and Construction, 1984, is the only guideline currently available and, in the light of recent advances, it is in need of review and update.

Figure 1 Example of a pile anchored floating breakwater

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 WG 222 – Design Guidelines for Floating Breakwaters in Marinas Andrew Brown and Claudio Fassardi

Figure 2 Example of a mooring line anchored floating breakwater

Working Group 222 Working Group 222 was established in January 2020 and is comprised of consulting engineers, researchers, and marina design-build contractors. The group’s objectives are to: • Collect and review existing technical

information on floating breakwater research, analysis, design, construction, installation, inspection and maintenance.

• Identify the existing best practices and design guidelines.

• Develop state-of-the-art practical guidelines for the design of efficient and safe floating breakwaters.

New guidelines The new guidelines will include: • Codes and standards for components like

chain, piles, anchors, materials etc. • Background of floating breakwater function and

history. The types available along with pros, cons and economic considerations. Discussion on the working principles and performance considerations.

• Advice on establishing a basis of design for site characterisation and design criteria.

• Design guidelines to cover dimensions, mooring system types, loads, performance analysis (empirical, numerical, physical, field), mooring system design and structural design.

• Environmental considerations. • Construction, installation and maintenance. • Case studies. • Research and development.

Asia Pacific input to the WG 222 It is hoped that the Asia Pacific PIANC community will be able to share their experiences with the design and installation of floating breakwaters as well as contribute case studies for inclusion into the guidelines. A preliminary table of contents for case studies has been prepared with contributors expected to cover the following aspects: • Background • Basis for design • Design • Environmental • Construction • Installation • Maintenance References [1] PIANC PTC2 (1984) Working Group No. 13 Floating Breakwaters – A Practical Guide for Design and Construction.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Using Physical Modelling to Evaluate Iron Ore Transhipment Design and Operations Jason Antenucci, Sam Dickson, Robert Ernst

Physical and Numerical Modelling to Evaluate Iron Ore Transhipment Design and Operations

Jason P. Antenucci1, Bjarne Jensen2, Sam Dickson1 and Robert Ernst3

1 DHI Water and Environment Pty Ltd, Perth, Australia; jant@dhigroup.com 2 DHI A/S, Hørsholm, Denmark

3 Balla Balla Infrastructure Group, Perth, Australia Summary The Balla Balla Infrastructure Project in the Central Pilbara region is designed to operate as a transhipment facility providing a cost effective bulk commodity export solution in a shallow water Port, significantly reducing environmental impacts associated with dredging. As part of a larger set of studies, detailed numerical and physical modelling was undertaken of the transhipment operation where product (iron ore) is transferred from self-propelled transhippers to bulk carriers offshore. This presentation will outline the details of both physical and numerical modelling studies completed. The findings indicate transhipment of up to 50 million tonnes per annum of bulk product is feasible using the selected port and vessel design parameters in the regions anticipated normal metocean conditions. Keywords: Port planning, transhipment, environment, modelling Introduction The Balla Balla Infrastructure Project (BBIP) in the central Pilbara region of Western Australia is an integrated pit to port infrastructure system being developed to allow producers of bulk commodity products access to essential export infrastructure. Key components of the project are to offer a cost effective and environmentally conscious solution to exporting bulk commodities in a shallow water Port. Transhipment was identified early in the project development process as a method to achieve both outcomes. For the target export capacity of 50 million tonnes per annum, the BBIP will represent one of the largest transhipment operations globally. Project specific numerical and physical models were developed to increase confidence in the transhipment design and the operational constraints, particularly in the ship-to-ship transfer of product at the Port anchorage. A series of scaled physical model tests were conducted to better understand the vessel movements and interactions, and validate the numerical model results. The results from both models were used to assist in identifying initial operational limitations and implementing design modifications and operational practices to achieve the target export rate. Methods The BBIP transhipment concept consists of a shore- based material handling facility with a loading jetty and shiploader loading self-propelled transhipment shuttle vessels (TSVs) with up to 35000 tonnes of product. The TSVs transit approximately 22 nm offshore to the Port anchorage, unloading product into anchored ocean-going dry bulk vessels (OGVs) using the TSVs in-built-material handling system. The Port anchorage is exposed to winds, wave and currents typical of the inner North West Shelf.

Currents are predominantly tidal and generally aligned across isobaths. Wave conditions are dominated by Southern Ocean swells refracting around North West Cape and modified by the Dampier Archipelago. Physical modelling was conducted to capture key features of interest of the ship-to-ship transfer component of the operation and used to validate numerical models of the operation. Detailed objectives of the modelling were to determine: • Movements of the two vessels individually and

relative to each other • Forces in the mooring lines connecting the two

vessels • Forces on the fenders between the two vessels The laboratory configuration was as follows. A physical model was created of the proposed TSV design at 1:75 scale berthed alongside an existing OGV physical model, equivalent to a cape size vessel at this scale. The OGV was fixed to the seabed with a single point mooring to represent anchoring. Two loading conditions were investigated: TSV in ballast with the OGV laden, and TSV laden with the OGV in ballast. Detailed ballasting was undertaken of each model vessel to ensure masses, vertical centre of gravity, roll period, radii of gyration and metacentric height were matched to the prototype scale for each loading condition. Roll decay tests were conducted to determine damping coefficients. Mooring lines between the two vessels were implemented based on the proposed mooring arrangement, with two line types (stiff and elastic) considered during the testing. Fenders were

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Using Physical Modelling to Evaluate Iron Ore Transhipment Design and Operations Jason Antenucci, Sam Dickson, Robert Ernst

implemented fixed alongside the TSV to represent the proposed fender design. Mooring line forces and fender compression forces were measured and reported in real-time during each test (Figure 1). Both vessels were equipped with a non-intrusive optical motion detection system that captured the 6 degrees of freedom of each vessel in time. A total of 40 seakeeping tests were conducted with significant wave heights of 0.5 m, 1.0 m, and 1.5 m and peak wave periods of 9 s, 12 s, and 15 s. All tests conducted at a constant water depth of 25.14 m (consistent with the Port anchorage). Wind and current forcing were implemented via a string load on a pully to orient the vessels away from their natural yaw orientation. Numerical modelling of the physical experiments was conducted using the MIKE 21 MA (Mooring Analysis) software package. This software has been extensively validated to similar physical model results previously [1, 2, 3]. Vessel hulls, fenders, mooring lines and wave forcing conditions were all configured as per the physical model tests.

Figure 1. Fender and force transducer for measuring fender compression forces mounted on the TSV vessel.

Results Results of the physical modelling were used in several ways. Firstly, physical modelling results were used in design optimisation of the line and fender specification and arrangement. Secondly, physical model results were used to validate the numerical model. This allowed for the extension of the results to metocean data timeseries so that target export rates could be met. The findings from the roll decay tests conducted indicated the scale of viscous damping rates needing to be included in the numerical modelling to ensure accurate vessel responses were captured. For each vessel, spectral comparisons for the 6 degrees of freedom (surge, sway, heave, roll, pitch,

yaw) between the physical and numerical model were conducted (Figure 2). Particular focus was drawn to ensuring key frequencies were captured in the transformation of the incident wave field to the vessel response. The force response of lines and fenders were also compared to ensure good representation in the numerical model (Figure 2). Safe operating conditions based on PIANC guidelines [4] were developed for transhipment and applied to both the physical modelling and numerical modelling tests. Numerical model results were able to reproduce the boundaries of safe and unsuitable operating conditions in 96% of physical modelling tests, indicating the suitability of using the numerical model to compute operability estimates.

Figure 2. Selected results, showing measured (black lines) and modelled spectra (red lines) for surge and pitch in the OGV for a single experiment. Histogram of force for one of the combined mooring lines is also shown.

Conclusion A set of extensive physical and numerical model tests were conducted to optimise design and operating parameters for transhipment of product. These tests further demonstrate transhipment at the target product export rate of 50 Mtpa. is feasible for the ship-to-ship transfer of ore under expected metocean and transhipment system design. References [1] Hansen, H.F., Carstensen S., Christensen E. D. and Kirkegaard, J (2009). Multi Vessel Interaction in Shallow Water, OMAE 2009 Conference Proceedings, Honolulu.

[2] Harkin, A., Mortensen, S. and Dixen, M. (2017). Validation of Moored Vessel Response Simulator with Physical Model Comparisons. Proceedings of Coasts & Ports 2017 – Cairns, 21-23 June 2017.

[3] Mortensen, S, Allery, C, Kirkegaard, J and Hancock, R, (2009). Numerical Modelling of Moored Vessel Motions Caused by Passing Vessels. Proceedings of Coast & Ports 2009 Conference Proceedings, Wellington.

[4] PIANC. (1995). Criteria for Movements of Moored Ships in Harbours – A Practical Guide. Report of Working Group no. 24. Supplement to Bulletin No. 88.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The new PIANC Guidelines for the Design of Fender Systems WG211 2022 Bob Lamont-Smith

The new PIANC Guidelines for the Design of Fender Systems WG211 2022

Bob Lamont-Smith, EPIC Pty Ltd

B.E. Hons, University of Western Australia, Chartered Professional Engineer (CPE), Fellow, Institute of Engineers Australia, Member PIANC

email: lamont2@iinet.net.au Summary This presentation will describe the current status of the development for WG211 “Guidelines for the Design of Fender Systems” and the background of key aspects of the new document that will replace WG33 in 2022. Keywords: guidelines, fenders, berthing velocity In 2002 PIANC published the Marcom WG33 report “Guidelines for the design of fender systems”1. This has been the main reference used worldwide for guidance on fender design. The WG33 report is a valuable document but some aspects are now outdated and PIANC started WG211 in 2019 with the task of updating the fender design guidelines. Areas of particular focus for WG211 have been: • Revision of berthing velocity recommendations • Updated and more extensive guidelines on

fender system design • Addition of new sections for fender

manufacture, fender testing, fender maintenance and fender panels

• More comprehensive shipping data WG211 is also undertaking a review of the assumptions in the basic energy equations to evaluate circumstances where more rigours checks may be required. New velocity curves in WG211 will replace the Brolsma curves used in WG33 that have been shown through extensive measurement by WG211 and WG145 and subsequent statistical analysis to be too large for small vessels and too low for larger vessels. A comparison between WG33 and WG211 (proposed) is shown in the figure 1 below.

The measurement program results showed some surprising results that indicated that some factors previously thought to have a major influence on berthing velocities in fact have very little influence. The program for berthing velocity has involved some 14 ports from around the world with over 4000 berthing events recorded and analysed. Some 2,500 of these measurements were arranged by WG1452, which was published in March this year. Further results from Port of Rotterdam can be found in ref 3. Key findings from WG145 include: • Berthing velocities and vessel size show a

strong negative correlation. Consequently, WG33 curves for large seagoing vessels can be unsafe.

• No evidence that berthing velocity is directly influenced by the type of marine structure, type of fender system, UKC, number of tugs etc.

• No direct correlation between environmental factors (wind and current) and berthing velocity was found.

The qualification to these results is that the ports were all similar large facilities, mostly protected, with appropriate tug sixes and numbers. Figure 2 overlays the PIANC WG33 Berthing Velocity curves versus DWT from the Bremerhaven Container Terminal, which is described as semi-exposed. Data from Rotterdam was similar but lower as it is less exposed.

Figure 2: Measured Velocity data for Container Terminal

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PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 The new PIANC Guidelines for the Design of Fender Systems WG211 2022 Bob Lamont-Smith

Results need to be tested against data for exposed terminals. WG211 is seeking PPU data from relevant Australian ports. In line with other international standards WG211 will describe velocity against displacement rather than DWT. WG33 and indeed many international standards are quite vague in defining the characteristics of the velocity risk category. WG211 is investigating proposals to better define the nature of each risk category. Factors under consideration include:

1. Berth environmental exposure – define in terms of wind, Current and wave

2. Ship type (wind area, manoeuvrability) 3. Operational Aids & operating limits 4. Tug assistance (numbers, capacity)

The basic energy translational equation will remain unchanged. It is likely that an additional equation for rotational energy will be added for the few circumstances where this may be significant. Pure translation; ω0 = 0. EV = 0.5M V2 Pure rotation; V = 0. ER = 0.5M ω02

• ω0 Vessel Angular velocity (rad/s). New sections covering manufacturing and testing of fenders are to be added. This should help to reduce many of the questionable practices in the manufacture of fenders. Fender correction factors will be expanded to include aging and greater detail on how to apply velocity correction and temperature factors. Figure 3 indicates an example of results from Japanese research.

Figure 3: Aging Factor Example

Indications are that the aging factor is around 1.1 at 3 years and 1.25 at 30 years. The importance of fender materials on factors such as aging and velocity correction factors will be highlighted and better explained. WG211 is also preparing more comprehensive shipping data in conjunction with the WG186 committee. This will become a common reference for all PIANC Guidelines. The data will be sufficient to suit the general needs of various PIANC guidelines such as: • WG121 “Harbour Approach Channels Design

Guidelines 2014” • WG135 “Design principles for Small & Medium

Container Terminals 2014” • WG152 “Guidelines for Cruise Terminals 2016” • WG153 “Recommendations for the Design &

Assessment of Marine Oil & Petrochemical Terminals 2016”

• WG158 “Masterplans for the Development of Existing Ports 2014”

• WG184 “Design Principles for Dry bulk Marine terminals”

• WG185 “Ports on Greenfield sites - Guidelines for Site Selection & Master Planning”

• WG186 “Guidelines for Mooring Vessels at Continuous Quays”

• WG211 “Guidelines for Design of Fenders” • WG212 “Guidelines for Vessel Movements in

Ports” References [1] PIANC Marcom report WG33 “Guidelines for the Design of Fenders Systems” 2002.

[2] PIANC Marcom report WG145 “Berthing velocities in Sheltered Environment” 2020.

[3] Berthing velocity of large seagoing vessels in the port of Rotterdam”, Alfred Roubos et al. Marine Structures, Volume 51, 2017,

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Port Bonython Fender System Upgrade David McKay

Port Bonython Fender System Upgrade

David McKay1 1 Wallbridge Gilbert Aztec (WGA), Adelaide, Australia; dmckay@wga.com.au

Summary WGA developed a berthing specification and subsequent detailed design of fender upgrades to replace a dilapidated fender system for SA Government Department of Planning, Transport and Infrastructure (DPTI) owned Port Bonython Jetty. Through rationalisation of the berthing parameters, a simpler and more durable fender system was able to be constructed to replace the complex existing fender system, whilst achieving an increase in design vessel displacement without the need for driving additional piles. The new fender system was installed in 2017 for two out of four of the breasting dolphins, with the berth remaining active. This was achieved by careful planning and design of temporary fenders to allow access to the fender system. Keywords: Port structures, fenders, design, mooring assessment. Introduction Port Bonython is a deep water port constructed in 1982 (declared depth of -20m CD) for the export of hydrocarbon products (Santos) and import of diesel (Port Bonython Fuels), located in the Upper Spencer Gulf region of South Australia. A 2.4km long approach jetty extends out to a T-Head arrangement with loading platform, four breasting dolphins and four mooring dolphins, in a typical bulk liquids berth arrangement (Figure 1).

Figure 1 Port Bonython T-Head Berth Arrangement

This project involved the replacement of the original deteriorated fender system. Without the guidance of PIANC Marcom WG33 “Guidelines for the Design of Fender Systems” [1] first published in 1984 (currently in the progress of being updated from the 2002 revision), the original designers adopted what would now be considered a very conservative Abnormal Berthing Factor (Factor of Safety) of 10. The resulting fender system design comprised of a pneumatic fender (for normal berthing energy absorption) attached to a crumple zone fabricated from layered steel pipe designed to plastically deform under abnormal impact (refer Figure 2). This in turn is connected to the front face of the breasting dolphin concrete pile cap. This is common of the era, where custom crumple zones were adopted when the available fender range at the time was “maxed out”, with less large and efficient fenders available compared to current day fender types.

This presentation focusses on the key considerations and challenges in the selection, design and construction staging of the fender system replacement.

Figure 2 Original Fender System

Key Considerations The following key considerations were required to be accounted for in the design: • Increase in design vessel size from

110,000DWT to 150,000DWT to accommodate trends in ship sizes for future-proofing. This was based on input from a range of stakeholders, including Flinders Ports, Santos and DPTI. This increase was more than offset by a reduced abnormal berthing factor (reduced to 2.0).

• The fender upgrade works were required to be carried out around active shipping. This required the installation of a temporary fender mounted to the continuous fendering (refer Figure 3), to offset the vessel from the berthing line. This required temporary mooring and berthing assessment and determination of operational berthing and mooring controls.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Port Bonython Fender System Upgrade David McKay

• In order to construct around active shipping,

additional piling was required to be avoided, which was quite challenging due to increased potential friction associated with a non-pneumatic fender, increased weight of fender panel and the ~7m offset of berthing line from the concrete face of the dolphin. Additional piles were avoided by installing a large rolled steel spool to support the SCN2000 cone fender (refer Figure 4), with large new anchors installed into the pile cap. Detailed strut and tie modelling confirmed the load path through the concrete to the steel piles. The capacity of the steel piles was predominately governed by the fender compression reaction (which was reduced from the original crush tube reaction) acting at a large depth to seabed and were found to have sufficient capacity for the additional vertical load.

Figure 3 Temporary Fender Arrangement

Figure 4 Upgraded Fender Arrangement

Selected Berthing Energy Parameters The design berthing parameters shown in Table 1 were adopted by guidance from PIANC Marcom WG33 guideline [1] and AS4997 [2]. Table 1 Design berthing parameters

Parameter Value

Vessel displacement

190,000t (based on 75% confidence limit shipping tables for 150,000DWT tanker)

Normal berthing velocity

0.12m/s (based on easy to good berthing)

Abnormal berthing factor 2.0

Resulting abnormal berthing energy

3630kN.m

Fender size SCN2000 (E1.8) Trelleborg fender

Structural Review of Breasting Dolphin The resulting abnormal berthing reaction of 3524kN from the SCN2000 (E1.8) compared to the original fender system design reaction (due to the crushing load of the crumple zone) of 4320kN. Typical of cone fender design, normal berthing conditions result in the “peak” (maximum reaction) of the S-shaped fender curve to be exceeded. As such, in accordance with AS4997 [2] requirements, normal berthing with an ultimate limit state load factor (of 1.5) governs over the unfactored abnormal berthing reaction. The dolphin was reviewed for this increased reaction and found to be structurally adequate. Discussion and Conclusion Typical of historical fender systems designed prior to the introduction of the PIANC guideline [1] or the introduction of high-performance fenders (e.g. super cone fenders), fender systems with a higher degree of customization with structural elements were adopted at Port Bonython. The crush tube arrangement required to absorb the large abnormal berthing energy resulting from an overly conservative abnormal berthing factor. By rationalisation of this berthing factor, a larger design vessel displacement could be achieved, without the need for driving of additional piles. Furthermore, the deteriorating steel crumple zone was able to be removed and replaced with a non-energy absorbing and more durable rolled steel tube. References [1] PIANC Marcom WG33 (2002), Guidelines for the Design of Fender Systems.

[2] AS4997 (2005), Australian Standard – Guideline for the design of maritime structures.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Discrepancies in Guidelines for Fender selection in Ship-to-Ship Transfer Operations Hari Panchumarthi

Discrepancies in Guidelines for Fender selection in Ship-to-Ship Transfer Operations

Hari Panchumarthi1

1 Senior Maritime Engineer, Jacobs, New York, United States of America; Hari.Panchumarthi@jacobs.com Summary The procedure for calculation of berthing energy and the guidelines for selection of appropriate fender system for STS transfer operations is provided in publications from PIANC and OCIMF. Some fender manufacturers too have prepared their own design manuals following these guidelines and first principles. However, there appears to be some discrepancies among these guidelines. This technical paper is aimed at elaborating the identified discrepancies. PIANC’s Working Group WG 211 has been working on revising the existing guidelines for the design of fender systems. WG211 may wish to consider elaborating the existing section in the upcoming version of fender design guidelines that would clarify these discrepancies. Keywords: STS fenders, berthing energy, fender selection. Introduction Ship-to-Ship (STS) Fenders are selected based on the same principles as that of the typical berthing operations. An equivalent displacement for combination of two ships involved in STS operations is determined for calculation of berthing energy. The procedure for calculation of berthing energy and the guidelines for selection of appropriate STS fender system is provided in publications from Permanent International Association of Navigation Congresses (PIANC) and Oil Companies International Marine Forum (OCIMF). Some fender manufacturers too have prepared their own design manuals following these guidelines and first principles. However, some discrepancies among those guidelines were identified. Through this technical paper, an attempt to describe the discrepancies has been made. These items were already brought to the notice of PIANC's Working Group WG 211 who are working on revising the existing fender design guidelines. Selection of STS fenders The STS fenders are selected based on the berthing energy of the two ships involved in the operations. Appendix H of OCIMF's STS Transfer Guide provides a step-by-step procedure for calculation of berthing energy when landing on one fender.

Figure 1 Step-by-step procedure for calculation of berthing energy for quarter point berthing. Table 9.1 of the OCIMF's STS Transfer Guide (shown in Figure 2) provides a quick reference guide to fender selection based on the value of

berthing coefficient, 'C'. The total adjusted displacement from Step 2 above is same as the berthing coefficient. Typical berthing velocities are also given in this table. The last two columns of the table provide quantity and size of typical high pressure (50kPa) pneumatic fenders.

Figure 2 Table 9.1 of OCIMF’s STS Transfer Guide. Section 6.5 of PIANC guidelines for design of fender systems (2002) also describes the procedure for fender selection in STS operations. In these guidelines, the expression for calculation of total adjusted displacement is provided. Table 6.5.3 provides a quick reference guide to fender selection based on the value of the equivalent displacement. Here, the equivalent displacement is the total adjusted displacement. There is no difference between the two tables provided in the two guidelines. It appears that OCIMF took the reference from PIANC guidelines, since the OCIMF guide was published in 2013. The other primary design consideration is "standoff distance". The standoff distance is often the overriding consideration in the selection of fender size or type. This distance shall be large enough to keep the ship hulls or superstructures from hitting together as the ships roll, with an adequate margin of safety. Product transfer equipment (i.e., hoses,

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Discrepancies in Guidelines for Fender selection in Ship-to-Ship Transfer Operations Hari Panchumarthi

manifolds, booms, etc) may also be a standoff consideration. Discrepancies #1. Berthing Coefficient/Added Mass Coefficient While Appendix H of OCIMF guidelines suggests a value of 1.8 for added mass factor (as shown in Figure 1), the Section 9.1.2 of the same document gives a value of 2.0 (Equation 1 below).

(1) Although, there is no huge difference between the two values for added mass factor, it is confusing to see the same document suggesting two different values. The added mass factor depends on number of parameters such as length, breadth, draft of the ship, water density and underkeel clearance. As per PIANC guidelines, the factor range between 1.45 to 2.4 for different ships. #2. Berthing Energy The berthing energies calculated using the expression in Appendix H of OCIMF’s guide, as provided in the third column of the table below (shown in Figure 3) has resulted in different values to that of those provided in Table 9.1 (Figure 2) for the same ‘C’ values.

Figure 3 The calculated berthing energies. The calculated berthing energy values from the expression in Appendix H, differ by -4% to 18% to that of the values provided in the Table 9.1. #3. Safety factor There was no indication of abnormal factor (safety factor) in any of the two guidelines for calculation of

design berthing energy or for selection of fender. This factor takes into account events and circumstances that may cause the normal energy to be exceeded. For STS operations, the safety factor could be taken as 2.0 considering the high risk involved in STS operations. Although, the guidelines are silent about the safety factor, it is noticed that certain fender manufacturers consider the factor in the calculations provided in their design manuals. #4. Fender Selection The fender selection tables provided in the two guidelines (both PIANC and OCIMF) are much more conservative compared with the actual energy absorption capacities of the high-pressure pneumatic fenders available in the market.

Figure 4 Guaranteed energy absorption capacities of recommended fenders. The guaranteed energy absorption capacities from manufacturer's catalogue are very high and vary from approximately 200% to 700% to the berthing energies. If a factor of safety is adopted, the percentage difference in energies will reduce. However, as indicated in earlier section, the selection of fender size shall also consider the minimum standoff distances. Conclusion The discrepancies noticed among the existing STS fender selection guidelines create confusion in selecting the appropriate procedures. Although, maritime engineers work out the calculations using first principles, it would be better if these are clarified further and corrected by the publishers. WG211 may wish to consider addressing these discrepancies in the new version of fender design guidelines. References [1] Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases 1st Edition 2013.

[2] Marcom WG 33: Guidelines for the Design of Fender Systems (2002-2004).

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Procurement of Dredging Works Simon Han Burgmans, David Kinlan and Greg Miller

Procurement of Dredging Works

Simon Han Burgmans 1, David Kinlan2 and Greg Miller3 1 in2Dredging, Perth, Australia; Simon.Burgmans@in2Dredging.com

2 Kinlan Consulting, Brisbane, Australia, KinlanConsulting@gmail.com 3 in2Dredging, Perth, Australia, Greg.Miller@in2Dredging.com

Summary Port management teams irregularly procure capital dredging works, which by their nature have a unique character. Geotechnical [1], [2] and environmental conditions are the main causes of uncertainty. Contract drafters must appreciate these uncertainties when selecting contract-type and properly allocating the risks and opportunities between parties. Tender evaluators should check the feasibility of budgets and programs in relation to likely dredging equipment, by developing budget and schedule shadow estimates and allowing for the risk of uncertainties. Employers should closely monitor execution progress using software tools to ensure projects come in on time and within budget. Keywords: marine construction, dredging, contract-type, tender, contractor Introduction Most ports procure capital dredging works on an irregular basis. Due to the nature of these unique works, procurement of port dredging works is not straight forward. Disputes arise mainly due to dealing with uncertainties surrounding the execution of port projects. This is a short paper on what is a relatively complex topic and consequently, it only provides an overview. The lists and discussions provided herein are not exhaustive, further reading in [3] and [4]. Conceptual Dredging Design Having realistic and robust conceptual dredging designs from a project’s outset is important to develop realistic budgets and programs. Conceptual dredging designs should include: • Dimensions – of e.g. channels, slopes; • Borrow and/or disposal area(s); • Soil or rock type; • Dredgeability; and • Social or environmental constraints. Risk and Opportunity Analyses Risk and opportunity analyses should be carried out throughout a project, but should start in the very early stages of a project’s lifecycle [5]. This is to ensure that all owners and stakeholders are aware of the risks and can plan accordingly. Site Investigation At project instigation stage, site investigations must be carried out to provide sufficient definition on the physical conditions present onsite so as to avoid cost blowouts, claims and/or delays. Site investigations that are invariably needed include [6]: • Geotechnical • Bathymetry

• Environmental • Social Large datasets that are easy to combine, for example bathymetry data with geotechnical models, should be combined in Geographic Information Systems (GIS) to make the data easier to visualise and more accessible to the project team. Figure 1 shows an example of two datasets, sub bottom profile surface and cone penetration testing and are combined in a GIS.

Figure 1 Combined survey and geotechnical data (Source: in2Dredging)

Marine soil investigations are expensive and time consuming. Nonetheless, they are an essential step in a dredging project’s success by ensuring that appropriate dredging equipment are selected for the project, programs and budgets are better defined and owner’s risks are better protected. Dredging involves either cutting, jetting or blasting soil and/or rock. As geotechnical engineers are not usually familiar with these destructive soil mechanical processes, it is important to consult with and rely on dredging engineers to deliver the

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Procurement of Dredging Works Simon Han Burgmans, David Kinlan and Greg Miller appropriate geotechnical data to be used for production estimates [2]. Contract-Type Selection Table 1 shows the multi-criteria analysis tool used for contract selection. Main contract types are shown on the left with the main criteria across the top. Weighting values are set to suite each projects’ risk allocation. The scores assigned in the matrix can range from -2 unfavourable to +2 favourable. Once analysis is complete, the contract-type selected is the one with the highest weighted rating, which in this example would be a Charter contract. Table 1 Multi-criteria analysis for contract-type selection

The main contract types mentioned in the table above require little explanation. Safety first, right? When it comes to contract-type selection, however, Health, Safety and Environment (HSE) is often overlooked by contract drafters. Therefore, it is important to put HSE at the forefront when drafting contracts. The level to which risks can be defined at an early stage depends on the extent and quality of site investigations and the level of detail in the Scope of Works. If the scope is less defined, Design and Construct contracts become more favourable. Tender Evaluation Multi criteria analysis can also be used for qualitative assessments of tenders, but in this case, the main criteria in Table 1 are usually further defined. It must be kept in mind that focusing too much on a contract price is unlikely to bear the lowest price over the project’s life, especially when this leads to HSE, programs and cost overruns. Programs depend on the production capacity of the equipment mobilised to site. Consequently, for clients to be able to create their own reliable shadow estimates and programs, the likely dredging equipment needs to be considered. Quantitative assessments of production estimates are essential to a project’s success and come at negligible cost.

Project Execution A project’s execution phase should be considered during the procurement phase. Project specifications should stipulate that enough data be provided to make permit compliancy reviews possible and allow contracts to be administered successfully. An important factor in project execution is performance. These days, almost all dredges have onboard data acquisition systems, whose data can be used by software tools like i2D’s Equipment Performance Review (EPR) to allow daily performance monitoring. This in turn safeguards budgets and programs. Figure 2 below shows a sample graph produced by EPR to monitor vessel speed.

Figure 2 Vessel speed monitoring graph (Source: EPR)

References [1] Bailey J., What lies beneath: site conditions and project risk, Society of Construction Law, www.scl.org.uk, May 2007.

[2] Institution of Engineers, Australia, Guidelines for Provision of Geotechnical Information in Construction Contracts, ISBN: 0 85825 383 6,1987.

[3] Central Dredging Association, Effective Contract-Type Selection in the Dredging Industry, https://dredging.org/media/ceda/org/documents/resources/cedaonline/2019-12-ecs.pdf, 2019.

[4] Kinlan, D., Adverse Physical Conditions and the Experience Contractor, Delft Academic Press ISBN: 97890-6562-327-0, 2014.

[5] Mead, P., Current Trends in Risk Allocation in Construction Projects and Their Implications for Industry Participants, 23 Construction. Law Journal No. 1, 2017.

[6] PIANC, Site investigation requirements for dredging works, Report of Working Group 23 Supplement to Bulletin n°103, 2000.

HSE

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Def

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Wei

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Weighting 5 1 3 1

Charter ($/hr) 2 0 -1 0 1 7

Unit Rates ($/m3) 0 1 0 0 1 1

Lump Sum ($) 0 1 1 -1 1 3

Design and Construct ($) 0 0 1 1 2 4

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Seagrass protection by limiting dredging during storm periods? Turbidity management during Adelaide Channel Widening Project. Irena Doets and Paul Erftemeijer

Seagrass protection by limiting dredging during storm periods? Turbidity management during the Adelaide Channel Widening Project

Irena Doets1 and Paul Erftemeijer2

1 Boskalis Australia Pty Ltd, Perth, Australia; irena.doets@boskalis.com 2 School of Biological Sciences and Oceans Institute, University of Western Australia, Perth, Australia

Summary The effectiveness of turbidity management measures to protect seagrasses during dredging operations for a channel widening project at the port of Adelaide (South Australia) is discussed. Turbidity triggers were derived from an eight-month baseline monitoring dataset and followed a tiered approach, requiring adaptation of the dredging upon exceedance of ALARM criteria and cessation of dredging upon exceedance of fixed HOLD criteria. Winter storms caused significant turbidity increases resulting in repeated exceedances of HOLD criteria (including at reference locations). Following expert consultation, dredging was allowed to continue, based on two faulted reasons: the effect of reducing dredge turbidity would be marginal in these storm periods where light intensity is already low due to natural increased turbidity. In addition, cessation of dredging during the colder winter period would prolong dredging operations into spring and early summer, when rising temperatures significantly increase the sensitivity of seagrasses to light reduction. Keywords: dredging, turbidity triggers, adaptive management, seagrass Introduction Flinders Ports and Boskalis successfully completed the Adelaide Outer Harbor Channel Widening works in October 2019. To protect seagrass meadows adjacent to the dredging area, tight environmental conditions were set. During the works, several exceedances of turbidity thresholds occurred during storm periods, necessitating significant reductions and temporary cessation of the dredging activities. This paper evaluates the effectiveness of the turbidity management system to achieve protection of seagrasses. Measures that protect seagrasses and yet minimise unnecessary delays and cost implications for the dredging works are discussed. Project background The Port of Adelaide is the primary port in South Australia. The port’s activities contribute significantly to the State’s economy. Flinders Ports identified the need for an upgrade of existing infrastructure driven by the emergence of Post Panamax class vessels. To meet this growth, the existing channel had to be widened to accommodate vessels with a maximum width of 49m without operational restrictions. Approval for the execution of this project was granted in May 2018 after an extensive application process due to political and environmental sensitivities of the project. The dredging license, with detailed requirements, was obtained in March 2019. Dredging works included the widening of the existing access channel by 40m to a total width of 170m and the swing basin from 505 to 560 m and to a depth of -14.2m LAT. The dredged material was transported to a designated dredge material placement area 30km offshore. Dredging works were executed with a trailing suction hopper dredge (TSHD Gateway) and a backhoe dredge (BHD Magnor), assisted by a plough vessel and barges.

Within approximately three months, a total net volume of 1.5 million m3 was dredged. Seagrass species in Adelaide coastal waters The coastal waters around Adelaide support nine seagrass species. Due to different life history strategies, these species differ in their individual tolerance of low light conditions caused by increased turbidity. Mapping surveys in 2017 (Figure 1) indicated that seagrass areas in the vicinity of the channel were dominated by the species Heterozostera tasmanica, Posidonia sinuosa and Amphibolis antarctica. Seagrass health and survival primarily depends on the availability of light typically represented in the literature as ‘minimum light requirements’ (percentage of surface light reaching the canopy). Seagrass species differ in the duration they can endure low light conditions below their minimum light requirements (Erftemeijer and Lewis, 2006).

Figure 1 Results of 2017 seagrass mapping of the areas in the vicinity of the proposed channel dredging activities (adapted from Flinders Port’s application document)

Seagrass species present in Adelaide are known to endure poor light conditions for considerable periods of time (some >60 days, some well over 90 days) (Statton et al., 2018). Most seagrasses are

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Seagrass protection by limiting dredging during storm periods? Turbidity management during Adelaide Channel Widening Project. Irena Doets and Paul Erftemeijer

capable of enduring turbidity levels that are a certain magnitude or percentage above the natural background conditions they normally experience.

Turbidity management system In the Adelaide project, water quality triggers for the management of the dredging operations to prevent impacts on seagrasses were derived from baseline monitoring data from an eight month period prior to dredging, as well as allowable above ambient impact levels based on literature. During dredging, continuous turbidity monitoring was conducted at two stations adjacent to the dredge channel and one outside the area of influence (Figure 2).

Figure 2 Monitoring stations

Trigger criteria following a tiered system. Upon reaching the ALARM criteria, measures had to be taken to prevent further turbidity increases, and dredging had to cease upon exceedance of HOLD criteria. The established HOLD criteria were: ▪ 5.8 NTU based on a 15 day rolling median; or ▪ 15.8 NTU based on a 6 day rolling median

Figure 3 Turbidity values (raw and rolling-averaged) at monitoring stations during HOLD events, including levels at control station B1 (in blue)

The HOLD criteria were to be considered independently from levels measured at the background station. Available baseline data suggested that these criteria would not be exceeded in the absence of dredging. During the works however, exceedance of the HOLD criteria occurred several times. Exceedances all occurred during or just after storm periods when background turbidity

levels were significantly elevated, as illustrated in Figure 3 for one event. Dredging works were ceased and could only continue after EPA approval. Impact of winter storms on seagrasses Stormy weather conditions are not uncommon in South Australia during winter. While such events can cause significant increases in nearshore turbidity, they do not normally cause significant impacts to seagrasses in this region. From the point of view of the seagrasses, neither continuing dredging (without restrictions) during naturally turbid conditions or stopping (in an attempt to be extra cautious to prevent impacts on seagrasses) will significantly affect the already very low amount of light received by the seagrasses. Consequently, the effectiveness of dredge management or mitigating measures during such periods in terms of net benefits for seagrass protection are marginal. The ability of seagrasses to tolerate poor light is greatest during the winter season, when respiration rates in sediment are low due to the low temperature, resulting in low oxygen demand of the root zone and thus in low light requirements by the seagrasses. Spring and summer, when water temperatures rise, constitute the main period of seagrass growth and energy storage. During this period, seagrasses increasingly depend on good light conditions to meet their energy requirements for growth and the increasing respiratory demand of their root zone. Conclusion Dredging projects near temperate seagrasses are best conducted during periods of low seawater temperatures, when seagrass light requirements are lowest. The Adelaide dredging works were conducted in winter, but strict adherence to the HOLD criteria would have prolonged the dredging period into spring and summer, which might have adversely affected the seagrasses. Stoppage of dredging during winter storm periods of poor light conditions would have resulted in limited benefit for seagrass. Consequently, dredging was allowed to continue, with limitations, despite the storm-related exceedances and could be completed well before the onset of summer. A first post-dredge seagrass survey in 2020 revealed no significant loss of seagrass in comparison to pre-dredge survey data. References BMT, 2020. Adelaide Outer Harbor Channel Widening Project: Post-dredging Seagrass Survey 2020.

Erftemeijer, PLA, Lewis RR, 2006. Environmental impacts of dredging on seagrasses: a review. Marine Pollution Bulletin 52: 1553-1572.

Statton J, McMahon K, Lavery P, Kendrick GA, 2018. Determining light stress responses for a tropical multi-species seagrass assemblage. Marine Pollution Bulletin 128: 508-518.

B1

D1

D2

ADELAIDE

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tales from the high seas - real-time monitoring and adaptive management during capital dredging projects Brad Grant, Jarrod Etherington

Tales from the high seas - real-time monitoring and adaptive management for capital dredging projects

Brad Grant1, Jarrod Etherington1

1 BMT Environment, Brisbane, Australia; Brad.grant@bmtglobal.com

Summary BMT has recently been involved in three capital dredging projects in Australia where real-time water quality monitoring and adaptive management was an integral part of the dredging campaigns. This paper briefly describes the challenges and lessons learnt from the early stages of negotiating approval conditions through to design of the monitoring program and adaptive management framework, and into the dredging phase involving installation of equipment, data management and trigger level exceedances. Keywords: real-time monitoring, adaptive management, capital dredging Introduction BMT has played a key role in three recent capital dredging projects in Adelaide in South Australia, and Moreton Bay and Cairns in Queensland. A key component of each dredging campaign included development and implementation of real-time water quality monitoring programs to comply with conditions of approval and as an early warning of impacts to sensitive environmental receptors. This real-time monitoring was linked to an adaptive management framework which involved implementation of management actions when trigger levels were exceeded. The three capital dredging campaigns were successfully completed in 2018 and 2019. Each project provided a variety of challenges and lessons learnt which are briefly outlined in the following paper. Approach and Findings Real-time monitoring and adaptive management for the capital dredging projects typically consisted of the following key stages: • Negotiation of approval conditions with the

relevant regulator. • Design of the real-time monitoring program as

part of the Dredge Management Plan to address the conditions of approval.

• Design of the adaptive management framework with appropriate and effective management actions.

• Installation and maintenance of monitoring equipment.

• Management of real-time data on web portal with alerts.

With all three capital dredging projects, BMT was involved in the early stages working with the proponent and the regulator negotiating the conditions of approval. In terms of the real-time monitoring, the focus was on setting appropriate trigger levels and confirming how the data would be

analysed (e.g. rolling medians, percentiles, etc). Two of the three projects relied on extensive baseline data and dredge plume modelling outputs to set trigger levels, while the third project used water quality guideline values but relied more on control sites. Once the approval conditions were set, the design of the real-time monitoring program typically involved input from regulators and other stakeholders. For the Cairns dredging project, a Technical Advisory Group (TAG) was formed early in the project. The TAG consisted of a panel of knowledge experts, the port authority, and the dredge contractor. The TAG provided useful input into location of monitoring sites, monitoring equipment, data quality QA/QC, and analysis of data. The adaptive management framework is a key component of any real-time monitoring program. For all three dredging projects, a considerable amount of time was spent on ensuring the following: • That the actions to be implemented following a

trigger level exceedance were clear, appropriate and effective.

• The responsibilities for each of the project stakeholders were clear and accountable.

• The reporting of exceedances and management actions was clearly set out.

Installation of monitoring equipment involved deployment of equipment in exposed coastal areas prone to extreme weather events (e.g. St Vincent Gulf, Adelaide). Equipment typically consisted of monitoring buoys (Figure 1) with telemetry. As data integrity was critical to avoid dredging delays, twin sensors were deployed for redundancy and quality control purposes. For the Cairns project, real-time monitoring of photosynthetically active radiation (PAR) was required in subtidal and intertidal areas. The subtidal areas used benthic instruments connected

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tales from the high seas - real-time monitoring and adaptive management during capital dredging projects Brad Grant, Jarrod Etherington to a surface buoy with telemetry. The intertidal areas posed a considerable challenge due to their inaccessibility, exposed banks on low tide and the large tidal range in Cairns of ~3 m. Therefore, a novel approach was used where benthic frames with PAR sensors were installed adjacent to posts that were drilled into the marine sediment (Figure 2). The top of these posts housed telemetry units, solar panels and batteries.

Figure 1 Real-time water quality monitoring buoy – Adelaide

Figure 2 Real-time PAR monitoring station in intertidal area – Cairns

Data management for all three dredging projects involved the use of a subscription-based web portal (Eagle.io) (Figure 3). This web portal served as data storage, automatic and manual QA/QC processing of data, data analysis and transformation, data display, and alerts when trigger levels were exceeded. Management actions implemented when trigger were exceeded included moving the dredge to another area, dredging on certain tidal states, and temporary cessation of TSHD dredging.

The web portal was accessible to all project stakeholders, and in the case of the Adelaide dredging project, dashboard displays of key real-time data were displayed on the proponent’s website.

Figure 3 Web-based data portal

Lastly, the use of satellite inferred imagery (Figure 4) on the Adelaide project to complement real-time data was found to be highly valuable. These images were produced twice daily using MODIS imagery, and converted to turbidity maps using a site-specific algorithm. The images were automatically uploaded to the real-time web portal with the following key benefits: • Real-time data could be validated – e.g.

increases in turbidity in a particular area could be confirmed.

• Dredge plumes could be tracked in areas not covered by monitoring equipment (e.g. offshore areas).

• Natural turbid events could be tracked when extreme weather conditions were experienced.

Figure 4 Satellite-inferred turbidity images used to complement real-time monitoring - Adelaide

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Dredging environmental governance – Have we got the balance right? Jeremy Visser Dredging Environmental Governance – Have We Got the Balance Right? A Comparative Analysis of the Environmental Governance of Dredging

Projects in Australia, New Zealand and Singapore

Jeremy Visser1 1BMT, Brisbane, Australia; jeremy.visser@bmtglobal.com

Theme Dredging and Reclamation; Economic, Social, Legal and Political Aspects Summary Dredging projects across the world are subject to environmental governance, consisting of (1) permitting, and (2) post-approval environmental performance and compliance. In Australia and New Zealand, the primary focus is on the first of these phases, while Singapore has greater focus on the latter. This paper proposes to explore the implications of these differing approaches for the management of dredging and reclamation projects and their environmental outcomes.

Keywords: Dredging, Permitting and Assessment, Performance and Compliance, Comparative Legal Analysis Environmental governance of dredging and reclamation projects (along with other major projects) primarily consists of two key phases: • Environmental permitting, requiring the

preparation of a project description and investigation of the potential environmental impacts

• Environmental performance and compliance, requiring implementation of the project in a way that does not adversely impact the environment.

While nominally both phases should be treated with equal emphasis, across the world different jurisdictions tend to emphasis one phase over the other. This is primarily due to the limited resources of regulatory authorities to both assess and monitor projects. Australia, New Zealand and Singapore are three jurisdictions in which major dredging and reclamation projects occurs and in which environmental governance regimes differ significantly, as shown in Table 1. Australia and New Zealand both have a greater emphasis on environmental permitting, with a reduced regulatory role post-approval in assisting in the design and implementation of projects. Singapore, by contrast, has a streamlined and simplified environmental permitting process but requires greater involvement of regulatory authorities in establishing and overseeing the environmental management and monitoring program(s) of a project. Considering these different approaches, there is obvious scope for significantly different environmental, operational, financial and other outcomes for proponents and authorities in each jurisdiction. Dredging and reclamation projects are unique amongst major environmental projects as they tend

to have simpler ‘decision gates’, that is, it is usually quickly apparent with only limited investigation whether the project is a ‘no go’ (e.g. dredging through coral reef); and, they have a wider range of opportunities for managing environmental impacts through detailed design and operations (e.g. use of different vessels and methodologies). Thus, these projects have greater opportunity to be subject to ‘adaptive management’ regimes which naturally focus on environmental performance over environmental permitting. The author of this paper, as part of a thesis for the Australian Centre of Climate and Environmental Law, University of Sydney, is currently undertaking a comparative analysis of the Australia, New Zealand and Singaporean environmental governance regimes for marine dredging projects. The intention of this research is to use a comparative analysis approach, together with case studies, to identify a potential ‘best practice’ framework for dredging environmental governance. The proposed paper will present findings of the author’s these research that will be of relevance and significance to the port and dredging industry. In particular, it is intended that the paper will highlight potential opportunities for improving environmental governance for the industry, whether through formal legal changes or through changes in practice by proponents and regulatory authorities. As part of the presentation, several project case studies will be presented that exemplify the systems applicable in each jurisdiction. This will allow for ease of comparison as well as demonstrating how different systems can lead to different outcomes. The potential case studies are summarised in Table 2 below.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Dredging environmental governance – Have we got the balance right? Jeremy Visser Table 1 Overview of environmental governance for marine dredging and reclamation projects in Australia, New Zealand and Singapore

Summary per jurisdiction Australia

General characteristics of environmental permitting

• Within coastal and inland waters, permitting is led by State authorities but with Federal input for certain matters

• For Great Barrier Reef Marine Park or offshore waters, permitting is led by Federal authorities

• Substantial upfront investigations, including detailed marine sediment testing, habitat mapping, water quality monitoring, and numerical modelling

• Often lasts multiple years, especially within the Great Barrier Reef Marine Park

• Substantial information on design usually required

• Incentivizes the over-estimate of plume-related impacts as dredge equipment type is not yet identified so necessary to assume ‘worst case’

General characteristics of environmental performance and compliance

• Post-approval requirement to development management and monitoring programs for sign-off; however, emphasis is on proponent to develop specific details

• Authorities reserve the right to monitor and audit but typically do not invoke this right

• All post-approvals work may be undertaken by different teams to original assessment

New Zealand General characteristics of environmental permitting

• For dredging and works in coastal waters, permitting is led by Regional authorities with no national input (unless called-in)

• For placement of material outside coastal waters, permitting is led by National authorities

• Moderate level of upfront investigation for dredging and reclamation – scope depends on which regional authority is governing the process

• Substantial upfront investigations for placement at sea, including detailed marine sediment testing, water quality monitoring and numerical modelling

Summary per jurisdiction • Often lasts multiple years General characteristics of environmental performance and compliance

• Ongoing role of authority in overseeing monitoring but not in development of management and monitoring programs

Singapore General characteristics of environmental permitting

• Low level of upfront investigation, with focus primarily on simplified suite of sediment testing and developing spill budget

• No distinction between regional and national authorities

General characteristics of environmental performance and compliance

• Regulatory authorities have significant input into development of management and monitoring programs and working with proponent to adapt to changing environmental circumstances

• Requirement to demonstrate compliance with annual spill budget

• Strong emphasis on adaptive management Table 2 Potential case studies to demonstrate difference in governance of dredging and reclamation projects in Australia, New Zealand and Singapore

Name Key elements Long-term maintenance dredging programs for Great Barrier Reef ports (Australia)

10-year dredging programs with offshore placement; highly sensitive environment

Cairns Shipping Development Project, Port Adelaide Outer Harbor Channel Widening and/or Wheatstone Project (Australia)

Major capital dredging project

Lyttleton Port of Christchurch Channel Deepening Project (New Zealand)

Major capital dredging project

Port of Auckland Marine Dumping Program 2019-2034

Long-term offshore placement for maintenance dredging

Pulau Tekong Reclamation Project (Singapore)

Major capital dredging and reclamation project

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Reinstatement of Bandy Creek Weir Amanda Blanksby

Reinstatement of Bandy Creek Weir

Amanda Blanksby1 1 Advisian, Perth, Western Australia; amanda.blanksby@advisian.com.au

Summary Bandy Creek weir has been damaged twice by summer storm events during its lifetime, of just under 40 years. A root cause analysis was completed to fully understand the mode of damage after a flooding event in February 2017. The outcomes from this analysis were adopted as key basis of design aspects for a new weir structure, such that future damage is not encountered. Keywords: Bandy Creek Weir, root cause analysis, summer storms. Introduction Bandy Creek is located to the east of Esperance in the Great Southern region of Western Australia. A weir structure was built across the creek in 1982, as part of works to dam the creek and form a harbour. The weir has been damaged twice over a period of just under 40 years. The original weir consisted of a reinforced concrete weir supported on steel sheet piles and with earth abutments. The weir failed in January 2007 when floodwaters surcharged the abutments causing them to be washed away. The flood also produced significant erosion of the creek’s downstream meander causing the Bandy Creek harbour to fill with sand, trapping commercial fishing and other vessels in their pens. The weir was reinstated in 2010 with a low-level concrete weir that included culverts at a lower level. This second weir was damaged during floods in February 2017 as shown in Figure 1 and Figure 2. The weir failed progressively between the 11th and 13th February 2017.

Figure 1 An aerial view of the low level concrete (Source: Department of Transport). Note the scour holes on either side of the weir.

Figure 2 Damage to western end of weir (Source Broadspectrum).

Advisian was engaged by the Department of Transport (DoT) to undertake a Root Cause Analysis (RCA) of the failure, and to complete concept and detailed design for a replacement structure. Root Cause Analysis So why was the weir damaged a second time, and what approach should be adopted in the future? An RCA workshop was conducted with subject matter experts from Advisian and key individuals from the DoT, with the aim to identify and agree on the likely root cause or causes of the most recent failure. A sequence of events of the failure was presented and, based on the evidence, possible causes were brainstormed. These root causes were collated with the following identified: • Flood induced piping failure of the underlying

foundation due to internal erosion of fines from the foundation;

• Displacement of the rock revetment due to toe scour;

• Piping failure from internal erosion of fines from the rock core;

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Reinstatement of Bandy Creek Weir Amanda Blanksby

• Long-term internal erosion of the rock core and its foundation;

• Increased hydraulic pressures from the February 2017 flood flows; and

• Presence of a pre-existing pathway potentially containing fine and unconsolidated material.

From this a hypothesis on the likely root cause was determined. It was concluded that a combination of a likely long-term internal erosion of fines from the rock core and the underlying foundation, exacerbated in part by the absence of appropriate and effective filter layer action and the absence of an appropriate rock toe and cut-off wall, contributed to the static conditions by which the weir failed during the February 2017 flooding event. Design Options The outcomes from the RCA were key to determining the design options for a future weir. In the first instance, consideration was given to repairing and upgrading the existing structure. This was discounted as any new concept would need some form of cut-off structure to reduce risk of undermining the structure in the future. The existing weir was constructed in part over the top of the original weir and the remains of old foundation work would make this difficult to achieve. The alternative was to construct a new weir, with consideration given to its alignment, structural design and the routing of services. Given the presence of the original weir structure an alternative location was selected. The structural design needed to account for: • Passage of river flows above 0.0m AHD (mean

sea level); • To provide an effective cut-off to reduce the risk

of embankment piping failures and undermining;

• Achieve a stable toe for support of structures and rock armour; and

• Provide adequate scour protection including geotextile filters.

On consideration of the options a low-level weir with a high-level access road was selected, and this concept progressed through the detailed design stage and construction. The weir is downstream of the high level access road to minimise forces on the structure, given creek flow velocities are increased with reduced depth over the weir. This option also provides for more unhindered flow during a flood event. A typical cross section is shown in Figure 3.

Figure 3 Typical cross section of the low level weir with high level access road structure solution (Source: Advisian).

To ensure an effective cut-off and prevent piping failure, sheet piles were installed across the full width of the creek. Vinyl sheet piles were selected for durability purposes and were suited for the geotechnical conditions encountered. The high-level access road was designed to cater for emergency vehicle access only. Gates were located on either side to prevent other vehicle access but enable access for wheelchairs, pedestrians, and cyclists. Services ran through a trench in the centre of the access road structure. This structure was located slightly upstream, to avoid any encounters with the foundations of the original weir and this also enabled demolition of the collapsed weir to be completed independently of new works construction. The construction works were completed in April 2020 by Western Australia company Italia Stone undertaking the earthworks and Carey MC acting as the main subcontractor for the structural works. The completed weir and access bridge structure is shown in Figure 4.

Figure 4 High level access road structure, with low level weir below – looking south (Source: Italia Stone).

Conclusion Understanding the mode of failure and the progression of events along with a comprehensive root cause analysis enables insights that can be carried through into any future design of replacement structures.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1 – 3 December 2020 Construction of Esperance Jetty Replacement – Building from the Shore Joshua Male

Construction of Esperance Jetty Replacement – Building From The Shore

Joshua Male1

1Maritime Constructions, Fremantle, Australia; jmale@mc-group.com.au Summary Maritime Constructions were awarded the contract to construct the New Esperance Jetty in late 2019. The construction contract award followed a lengthy process undertaken by the Shire of Esperance who, having been granted approval from the State Government, sought to demolish the aged and unsafe existing tanker jetty structure, and replace with a new architecturally designed replacement structure. The successful tender submitted by Maritime Constructions aimed to limit the reliance on marine-based plant and equipment (i.e. crane barges) as much as possible considering the active Southern Ocean conditions experienced in Esperance. A significant falsework system was designed and fabricated to aid the over-the-top construction method. Keywords: jetty, piling, construction Introduction The Esperance Tanker Jetty, constructed in 1934, formed an integral part of the economic environment of Esperance throughout the first half of the 20th century, providing an excellent facility to unload bulk fuel and load grain for export. With the construction of a land backed wharf in the 1960’s, the Tanker jetty was rendered obsolete for bulk export and imports; however, it has remained a popular location for residents and tourists for recreational activities. The Shire of Esperance, called for tenders for the construction of a new steel & concrete jetty in 2019 for which Maritime Constructions won the contract. This new Replacement Jetty that has design elements approved by the Heritage Council (WA) will serve as a showpiece for the town of Esperance for years to come. Project Brief The contract included the supply and construction of all elements for the new town jetty at Esperance, including o Fabrication and supply of jetty materials,

including steel piles, steel superstructure elements, precast concrete deck panels, Jarrah timber decking and architectural elements, jetty furniture and fittings.

o Installation of 98 new steel jetty piles o Installation of steel prefabricated headstocks o Construction of new 406m long jetty deck,

including 100m of timber board decking and 306m of precast concrete deck

o Installation of sub-structure swimming platform at jetty head

o Supply and installation of architectural interpretive elements primarily constructed from reclaimed jetty timbers.

o Installation of solar lights, fish wash station Existing Design and Data The principals’ jetty design included 406mm diameter piles, typically 200x300 RHS headstocks, and two distinct deck types. The heritage section of the jetty was to be constructed from lighter steel and timber members, while the remaining length is precast deck beams above the steel headstocks. The footprint of the jetty follows the curvature of the existing tanker jetty, and timber piles are left in the seabed. Therefore, new piles were positioned between the original bents. A low-level swimming platform is positioned at the head of the jetty, and many other features are included making new structure fit for modern use, while architectural elements reference the cultural significance of the replacement. Falsework System The key challenge in the design of the falseworks involved resolving the heavy construction loads, driven by a 50T crawler crane, while making minimal modifications to the permanent structure which was designed only for a typical pedestrian loading of 5kPa. This was further challenged by the fact that the jetty footprint was not straight, but on a non-regular curvature, and the deck was not of a single type, so an adaptable system needed to be created. The solution included three crane supporting structures denoted ‘Ladder Beams’ and a piling guide that fixes into the ladder-beam string

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1 – 3 December 2020 Construction of Esperance Jetty Replacement – Building from the Shore Joshua Male

Figure 1: Falsework system design drawings - 3D render

The mass of the crane was used to an advantage, providing a heavy counterweight against the load of the raked piles in the guide. Modifications to Existing Design A measured redesign of the piles was required to achieve the final construction method. This included modifications to the pile set out, final embedment depths, and pile wall thickness. Pile diameter was not changed for aesthetic reasons associated with the heritage approvals. The preliminary geotechnical data showed variable strata and risk of poor piling conditions for increased axial loading. Rather than oversupplying pile lengths with significant contingency, a variety of mitigation measures were devised and would only be used if required to encourage higher axial compression resistance. Construction and Early Piling Results All piles being driven make use of Maritime Constructions’ IHC S-30 impact piling hammer. The initial 2 bents (4 piles) were driven from the existing earth revetment and using a simpler pile guide. Two of the initial piles were procured approximately 6m longer than required to act as investigation drives and calibrate the seismic data on hand.

Figure 2: Driving the first jetty new pile from the revetment

Early piles showed that geotechnical conditions were poor and mitigation measures were required immediately to increase the pile resistance against the high axial compression loads from the crawler crane. It became evident that early piles were not plugging, and the axial compression load was being provided only from the (relatively low) skin friction and small area of end-bearing. Accordingly, the primary method of increasing axial resistance (in compression) was to include a blanking plate inside the hollow tube pile. The plate was to engage during the drive to ensure a plug is formed inside the pile – producing greater resistance by engaging a much larger area of end-bearing. Discussion and Conclusion The construction works at Esperance are ongoing. To date, approximately one quarter of the piles have been installed, mostly associated with the “Historic” section of the jetty – i.e. the timber-decked section. The inclusion of the blanking plate has been very successful in increasing the axial compression resistance, while piles are still far exceeding the minimum depths required for tension and lateral load design actions.

Figure 3: Pitching a raked pile into position at bent 7, using the full suite of falseworks

Initially, “partial” blanking plates were used which had approximately 50% closure. Although capacity was met with this partial closure, the pile easily reached its full depth. Accordingly, a “complete” blanking plate was inserted near to the toe of the pile. The subsequent drive provided exactly the results required, and the complete blanking plate detail has been adopted for all subsequent piles. For the initial 10 bents, the typical pile length is 22 metres long with a 20mm thick blanking plate inserted and welded 1.5m from the toe. Plie embedment is typically 13m.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tiwi Island Pontoons Project: Ferry Landing Design Nicholas A. Deussen and Scott Rowett

Tiwi Islands Pontoons Project: Ferry Landing Design

Nicholas A. Deussen1 and Scott Rowett2 1 Wallbridge Gilbert Aztec, Perth, Australia; ndeussen@wga.com.au

2 Wallbridge Gilbert Aztec, Perth, Australia

Summary The Tiwi Islands are a group of islands approximately 80km north of Darwin in the Northern Territory. The two largest Islands, Melville and Bathurst Islands, are inhabited by approximately 2500 Tiwi People. The islands are connected to the mainland either by small plane or ferry, both departing from Darwin. A desire from the Tiwi Island Land Council existed to upgrade the Islands’ infrastructure to improve access to the islands from ferries and smaller vessels, with an aim that this would help promote tourism and trade on the islands. Wallbridge Gilbert Aztec (WGA) was engaged by Tiwi Enterprises (TE) to provide a design for new ferry landings at both Bathurst and Melville Islands. This case study explores the design challenges, stakeholder holder engagement and construction risks faced throughout the project.

Figure 1: Tiwi Islands Ferry Landing – Facility layout render

Keywords: Jetty, Design, Construction, Development, Stakeholder Introduction The Tiwi Islands are a small group of Islands approximately 80km north of Darwin in the Northern Territory. The two main islands are separated by the Apsley Strait which connects Shoal Bay in the south to Saint Asaph Bay in the north. The strait is 500m wide at its narrowest and 5km at its widest. Tiwi Islands Land Council required that new ferry landings be designed and built to improve access to the islands by facilitating berthing and mooring of the ferry and small inter-island vessels. The landings were to be located on both Bathurst and Melville Islands, at Wurrumiyanga and Paru, respectively.

Wallbridge Gilbert Aztec (WGA) were engaged by Tiwi Enterprises (TE) to develop a detailed design for the ferry landings at each location, accounting for the cyclonic environment, large tidal variation and the functional requirements needed to allow access by the public. Community Demand The ferry trip from the mainland takes approximately 2½ hours, landing at the shore of Wurrumiyanga townsite on Bathurst Is. Upon arrival, the ferry would beach itself and allow passengers to disembark via a steep ramp at the bow of the vessel directly onto the beach sands. This method of passenger transfer, whilst well-established, is not code-compliant for disabled

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Tiwi Island Pontoons Project: Ferry Landing Design Nicholas A. Deussen and Scott Rowett access, and is seen as an inhibitor to attracting people to the islands. With tourism a major source of income to the local populations, a desire existed to improve the facilities for both locals and tourists alike. Design Environment The Tiwi Islands are located in the Timor Sea, with a cyclonic environment and 7m+ tide dominating the design of any marine infrastructure. Additionally, the remote location for construction required a consideration towards prefabrication and modularisation wherever possible.

Figure 2: Bathurst Is. Wurrumiyanga foreshore; Floating barge used for construction with first pile driven visible on shore

For the works, WGA inherited a reference design consisting of approximately 60 metres of approach walkway supported by several shore based and marine piles, with a 30m long pivoting gangway leading to a floating pontoon to accommodate the tidal variations. This design was mirrored on each island. Metocean modelling was provided with the reference design, with the orientation and bathymetry of the Apsley Strait governing the wave and current design parameters. As a public facility, the dynamic characteristics of the pontoons and gangways during loading and unloading of the ferry were considered paramount, to ensure pontoon freeboard minimum requirements were not exceeded during the worst loading scenarios. Design Development The reference design developed prior to WGA’s engagement met the functional requirements provided by the Client. However, based on consultation with the Client and the ECI contractor, WGA worked through the design to provide the following refinements and improvements: • Shore based piles were removed, to remove

the need to mobilise any land-based piling rigs.

• The number of piles was rationalised significantly, choosing instead fewer, larger diameter piles and longer span walkways for the approach.

• As the typical walkway spans increased from 12.5m up to 32m, a box truss design for the gangways was adopted, whilst retaining aluminium members as per the reference design.

• Introduction of an additional landing pontoon for the pivoting gangway to minimise the eccentric loading on the main pontoon and improve stability and performance characteristics of the facility.

• Increase the number of pontoon restraint piles to both improve mooring and berthing capacities and allow for removal of the pontoons for periodic maintenance activities.

Figure 3: Bathurst Is. Ferry Landing; Pivoting gangway declination at lower tides.

Construction CareyMC were the ECI partner for the design development and were eventually engaged to construct the facility. Against a limited budget, the works were commenced in October 2019 and successfully finished over a 14 week construction period by December 2019. The refinements and improvements to the design developed by WGA allowed the works to be completed ahead of the baseline schedule, with the facility opened in January 2020. References [1] Deussen, N. A. (November 2018). Basis of Design Report, Wallbridge Gilbert Aztec.

[2] Deussen, N. A. (December 2019). Design Basis Report, Wallbridge Gilbert Aztec.

[3] Tiwi Enterprises Pty Ltd. (March 2018). Tiwi Islands VCFP Project - Design Consultancy Works.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Design and Construction of Burswood Public Jetty Sam Watkins

Design and Construction of Burswood Public Jetty Sam Watkins1

1Maritime Constructions, Fremantle, Australia; swatkins@mc-group.com.au

Summary Maritime Constructions was awarded the contract ‘Design and Construction of Burswood Public Jetty’ in November 2017 by the Department of Transport (WA). A jetty concept was developed by the Department that called for a floating jetty, to be fixed without the use of piles, to accommodate public and private ferries as well as private recreational vessels to unload passengers at the then nearly completed Perth Stadium. A recurring theme of the project, both from the principal and the contractor, was increasing the use of Perth’s underutilised “blue highway”, the Swan River. The fabrication of the jetty components commenced that year, and the installation was completed and handed over to the Department and AFL fans in May 2018.

Project Brief Client: The Department of Transport, Western Australia (DoT).

The project site is located north of the new Swan River Pedestrian Bridge (SRPB) and immediately adjacent to the new Perth Stadium Precinct, Burswood, as shown in Figure 1 below. Maritime Constructions was given non-exclusive possession of site, within the boundary of the existing dual use path and the western extent of the reclamation area.

The scope of works for the contract included

a) Preparation and submission of Designs, Technical Specifications, Drawings, Management Plans, Operation and Maintenance Manual, including a Whole of Life Cycle Cost (WLCC)

b) Design, supply, fabrication and installation of the jetty, including, abutment, floating structures, decking, rails, fenders, bollards, ladders, material protection systems, utility services and all associated fittings and fixtures

c) Design, supply, fabrication, installation and commissioning of services (solar lighting, potable water and fire services) to the jetty as required by the Specification; and

Stakeholders This contract had the unique, and difficult, task of navigating an extremely busy precinct with multiple contractors operating in the Burswood Peninsula during the final months of the Perth Stadium and the Matagarup Bridge projects.

This project’s value was significantly less than that of the two neighbouring mega projects, however its timely completion was a critical

part of the State Government’s transport plan and commitment to the public.

Figure 1: Jetty alignment completed, and barge undertaking dressing works. Source: Maritime

Constructions

Design Maritime Constructions’ engaged International Maritime Consultants (IMC) as the lead design engineer based on their expertise in naval architecture. This was a unique avenue, as typically a jetty structure would be engineered by a structural engineering designer.

The tailored design was a result of a unique concept and set of load cases – dependent on wave and river current action on a floating structure, rather than a jetty fixed to the seabed. Seashore Engineering provided detailed critical load cases based on modelling using a large data set of existing wave, wind and current conditions recorded at the site.

To resolve these loads at the shore end, specialist geotechnical and structural concrete expertise was sought. Wallbridge Gilbert Aztec (WGA) was engaged to design a mass-concrete abutment structure that would resolve the jetty loads. The abutment design was constrained by unfavourable soil conditions with large ground consolidation settlement issues expected over time.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Design and Construction of Burswood Public Jetty Sam Watkins Fabrication The steel pontoon, structural supports, jetty furniture, and dressing were fabricated by local company Structural Marine Engineering based in Henderson.

Figure 2: Pontoon fabrication in Henderson workshop. Source: Author

The tight timeframe meant that fabrication commenced prior to the to completion of all detailed design. Instead, Maritime Constructions and IMC released critical drawings in a staged fashion to allow for preliminary fabrication works to commence only one month after contract award and final details to be completed in the months following.

Transport to Site All pontoons and major materials were transported to site via the Swan River, using Perth’s “Blue Highway”.

The delivery approach was a key factor in Maritime Constructions’ successful award of the contract, which relied very little on the existing abutment footprint.

Figure 3: First jetty pontoon travelling under the Fremantle Traffic Bridge. Source: Author

Construction and Installation The first scope of work involved the installation of 3 in-situ concrete abutment structures. The abutments were constructed in 3 pours due to the complex shape (accounting for complex resolution of loads noted in design section), and the limitation on concrete delivery to the site.

Figure 4: Aerial view of second pontoon installation. Source: Maritime Constructions. Source: Author

Pontoon installation was completed to tight tolerances and the most critical connections, including the hinge between the pontoon and bracing arm, being pre-fitted, and bracing arms being pre-installed to the abutments with temporary floats holding them at waterline awaiting the pontoon. The final connection between shore and pontoon was a pipe-flange style connection positioned on the CHS bracing member mid-span.

Figure 5: Construction crew making the shore-to-pontoon connection using the pipe-flange detail.

Source: Author

Discussion and Conclusion The design and construction was notably challenged by a site with essentially zero land-based footprint and laydown area, the presence of many sites and other contractors in the area with competing interests.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Integrated approach to physical modelling of major port upgrade in cyclonic region Francois Flocard, Ben Modra, Anthony Folan and Dan Howe

Integrated approach to physical modelling of major port upgrade in cyclonic region

Francois Flocard1, Ben Modra1, Anthony Folan2 and Dan Howe1

1 Water Research Laboratory, UNSW Sydney, Australia; f.flocard@wrl.unsw.edu.au 2 SMEC Pty Ltd, Brisbane, Australia

Summary A new 62 ha port reclamation area is currently being developed by Port of Townsville Limited (POTL) in Northern Queensland (Australia). This reclamation area will be protected by a nearly 2 km long bund rock armoured wall designed to resist extreme cyclonic events. An extensive physical modelling program was undertaken at UNSW Sydney Water Research Laboratory facilities. An integrated approach to physical modelling was adopted, including full 3D wave basin modelling as well as 2D flume and Quasi-3D modelling, enabling a more accurate assessment of the coastal processes as well as design optimisation and validation. Keywords: physical modelling, coastal structures, basin, flume, channel. Introduction The Port of Townsville Limited (POTL) in Northern Queensland (Australia) is seeking to increase the capacity of its existing shipping channel through dredging activities by increasing the depth and width along the approach channel.

Figure 1 Study Location and Reclamation Area

An onshore dredge material receival facility was required to contain this material. (Figure 1). A bund wall will form the perimeter of the 62 ha Reclamation Area and provide the placement area for the capital dredge material. The rock wall will measure approximately 550 m along the Eastern and Western bunds and 1100 m across the connecting Northern bund. Given that Townsville is located in an active cyclonic region and bund construction is a significant undertaking, commensurate design effort was employed, with the view to identifying risks and providing value for money. A holistic approach to numerical metocean and physical modelling was completed. As outcome of investigation, risks were identified and value demonstrated, which may not have been identified otherwise. The work presented here only covers the physical modelling activities.

Integrated physical modelling An integrated approach to physical modelling was adopted, which enabled a more accurate assessment of the following key coastal processes as well as design optimisation and validation, including: 1. 3D physical modelling of the outer harbour and

approach channel at a scale of 1:100 in WRL’s 3D wave basin, in order to provide wave climate information as a design input for the bund seawall.

2. 2D physical modelling (scale 1:25) of a representative cross-section of the proposed bund wall to investigate structure design and armour stability under a wide range of extreme environmental conditions.

3. Quasi-3D modelling (scale 1:35) of the bund wall corner to provide an assessment of the armour stability of the structure under design wave loading.

Results of 3D modelling in wave basin The potential for increased wave heights due to wave reflection near the Townsville harbor was flagged in Nielsen et al (2011), with photos demonstrating the wave height differential experienced along the current seawall. Anticipating channel reflections, we were surprised to observe strong wave breaking at the channel boundary, and very little energy as a free-wave channel reflection. This effect is rarely reported in engineering literature, with a notable exception in Zwanborn and Grieve (1974) Through a series of tests over several wave directions, and including monochromatic, JONSWAP and dual-peak wave spectra, we were able to characterise conditions which induced channel reflection, and those which resulted in channel concentration.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Integrated approach to physical modelling of major port upgrade in cyclonic region Francois Flocard, Ben Modra, Anthony Folan and Dan Howe

Figure 2 Overhead view of wave concentration

processes

Channel concentration is most obvious with monochromatic waves. Broad spectra and directionally spread waves make the effect difficult to observe, and typically results in the transmission of some wave components. However, even under bimodal wave conditions it was shown that channel concentration significantly increased the wave climate at the channel edge. A significant reduction in wave energy within the channel was also measured. Specifically, this component of the study showed that channel reflection and channel concentration can significantly transform the local waves, resulting in multidirectional wave fields and higher design wave conditions. These complex processes should be an important consideration for infrastructure and coastal management in regions with dredge channels. Results of 2D modelling in wave flume Modelling allowed optimisation of armour gradings as well as crest geometry to mitigate the risk of large overtopping flows associated with cyclonic specific conditions (i.e. storm surge and bi-model spectra). Armour stability was investigated for the bund rock wall under events ranging from 2 year ARI up to notional 8,123 year ARI (overstress equivalent to Category 5 cyclone) wave conditions including a 0.5 m SLR allowance. Multiple changes to armour gradings and crest geometry were performed throughout the testing program. The initial crest design was shown to exhibit excessive levels of damage, resulting in incremental design changes to find a suitable crest width.

Figure 3 2D flume model

Significant reduction in the size of toe rock M50 (-50%) and the crest primary armour M50 (-20%) was achieved and validated under the extreme wave climate. Results of Q3D modelling in wave basin This part of the modelling validated the design of the round head of the bund wall structure (at the junction of the bund face and bund return). Specific modelling of 3D structural elements, such as heads or corners, is important as they respond differently to straight trunk sections of seawalls and often require larger armour units or flatter slopes.

Figure 4 3D bund corner model

While some localised areas of damage at the bund corner were observed, total damage for the bund corner was relatively low (3 to 5%). The primary armour was assessed to have good coverage over the secondary layer and damage was considered relatively low for events of this magnitude (up to 500 year ARI). References [1] Nielsen A., Bonner R., Berthot A. (2011) Wave Energy Reflections off Dredged Channels Proceedings of the 34th World Congress of the International Association for Hydro- Environment Research and Engineering [2] Zwanborn and Grieve (1974) Wave Attenuation and Concentration Associatied with Harbour Approach Channels

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Design Considerations for Inspection and Maintenance of Dry Bulk Marine Terminals Grace Go, Richard Morgan and Mark Biggs

Design Considerations for Inspection and Maintenance of Dry Bulk Marine Terminals

Grace Go1, Richard Morgan2 and Mark Biggs3

1 Aspec Engineering, Brisbane, Australia; ggo@aspec.com.au 2 Aspec Engineering, Brisbane, Australia; rmorgan@aspec.com.au

3 Aspec Engineering, Perth, Australia; mbiggs@aspec.com.au Summary PIANC Working Group (WG) 184 has produced a report titled ‘Design Principles for Dry Bulk Marine Terminals’ as a reference to cover current technology, vessel types, and bulk handling equipment. The report also covers inspection and maintenance philosophies and recommends that they should be developed in the design phase and executed during operations. Australia is the world’s largest dry bulk commodity exporter primarily in iron ore, coal and grain and has significant expertise in inspection and maintenance of the bulk port assets. This paper focuses on relevant lessons learned and methodologies developed in the Australian dry bulk industry. Keywords: dry bulk, inspection, maintenance, risk, terminal Introduction Bulk port equipment has a higher risk than other structures. They include large mechanical structures that weigh hundreds of tonnes which continually move. An example is in Figure 1. They can have collisions, become unstable, become out of control due to high wind, corrode and develop structural fatigue. This is a key difference compared to other port structures such as wharves and buildings. Owners and operators and other parties involved have significant responsibilities for risk management of this equipment to prevent accidents and injuries.

Figure 1 Shiploader loading a vessel

Inspection and Maintenance Philosophies The design philosophy will drive the choice for an inspection and maintenance philosophy: Design for the entire expected life of the facility

with the aim of minimising inspection and maintenance during the operational phase

Design for an operational limited period while trying to minimise up-front investment. This option will require a specific maintenance program for retrofitting of equipment and material that needs to be replaced or rehabilitated to extend its life period for another defined operation time.

The decision for a particular design philosophy will depend on client requirements and commercial considerations. The first option requires higher capital expenditure but less operational cost and the second option, the opposite. Regardless of the

adopted design philosophy, inspection and maintenance activities will be required during the terminal life. Inspection and Maintenance Strategies Inspection and maintenance process need to be subjected to a continuous feedback and improvement based on compiled information of equipment status during its operational life. Issues with Maintenance Some of the issues associated with operation and maintenance of various types of materials handling systems are described below. >Unloading stations The interface between transport modes bringing product to the terminal and stockpiles is the unloading station. This typically has a bridge and a large hopper feeding onto a conveyor system. Some of the important considerations in the long-term risk management of these facilities include: Metal fatigue and cracking in the bridge

girders Concrete degradation Physical damage from large equipment Difficulty in inspection and access Integrity of tunnels and retaining walls Configuration and equipment selection to

minimise blockages and safe access for maintenance.

>Conveyor systems Conveyor systems as shown in Figure 2 are used extensively to move bulk product between handling areas and storage facilities. Integrity of structural and mechanical components is necessary for reliable performance often in a difficult environment prone to corrosion. Conveyor drive systems also require close attention to ensure that adequate maintenance, vibration and noise reduction, reliable stopping and starting can be achieved.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Design Considerations for Inspection and Maintenance of Dry Bulk Marine Terminals Grace Go, Richard Morgan and Mark Biggs

Figure 2 Conveyor system carrying iron ore

>Materials handling machines Materials handling machines such as stacker-reclaimers, stackers, shiploaders and ship unloaders are highly loaded structures and are generally very sensitive to changes in balance. Issues affecting the condition of the machines include deterioration, physical damage due to overloads and collisions and metal fatigue, particularly for reclaiming machines. Machine balance is a major issue and changes in weight and weight distribution need to be monitored carefully. Materials handling machines are a complicated combination of structure, mechanical components, electrical components and control system. As such, the structural integrity of the machines relies on protection systems being in place and working correctly. Inspection Detailed requirements for each inspection should be included in an inspection scope of work document. A general list of items is as follow. Structural Inspections Inspect machine structure for corrosion,

damage, fatigue, deformation or buckling, wear, deterioration, insufficient paint or surface finish protection, cracking in welds or members etc.

Figure 3 Steel corrosion

Inspect the interior of all closed compartments and hollow sections to the extent being accessible through manholes.

Perform measurements and NDT testing to support all inspections where necessary, for example ultrasonic thickness testing of corroded and worn structure, magnetic particle examination for cracked welds and ultrasonic testing of pins for cracks.

Identify age of machine compared to design life.

Identify the number of cycles or machine usage compared to the design.

Inspect for modifications to structural and mechanical components since the last inspection

Mechanical Inspections Inspect all mechanical systems/components

for wear, damage, cracks, deformation, deterioration, corrosion, inadequate surface protection, etc that affect the integrity of the machines.

Check critical protective device settings (e.g. brakes, pressure relief valves, etc).

Perform/recommend measurements and NDT testing (e.g. NDT of magnetic particle examination of cracked welds, shafts or brake drums and reeved rope systems)

Figure 4 Large steel wire ropes require a regular inspection.

Electrical Inspections Verify that all control and protective devices

are in place, in satisfactory physical condition.

Figure 5 Protective device on the bogies to limit loads

Verify that the hardware and software of the protection systems operate together to perform the intended design functions

Review the most recent control and protective device operational test results and determine if the rectification items identified in those tests have been carried out.

References [1] PIANC WG184

[2] Morgan, R., Asset Risk Management of Bulk Materials Handling Machines PIANC Congress San Francisco June 2014

[3] Morgan, R., Design of Materials Handling Machines to AS 4324.1-1995, ASEC conference Perth 2012

[4] Morgan, R., Gatto, F., Continued Safe Use of Bulk Materials Handling Equipment for the Mining Industry, ASEC2010 CECAR 5 Sydney 2010

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Digital Engineering: how 3D modelling and innovative solutions can be integrated using multiplatform workflows Beau Mackenzie, Jarrod Coltman

Digital Engineering: how 3D modelling and innovative solutions can be integrated using multi-platform workflows

Beau Mackenzie1 and Jarrod Coltman2

1 Royal HaskoningDHV; beau.mackenzie@rhdhv.com 2 Royal HaskoningDHV; jarrod.coltman@rhdhv.com

Summary A collection of case studies of how 3D modelling design software and innovative solutions can be integrated using multi-platform workflows for various design approaches. Describing how software packages focused on automation, captured and incoming data, civil and structural design, visualisation and coordination can be utilised in simple workflows for Coastal and Maritime design applications. Keywords: 3D modelling, Visualisation, Coordination, Point Clouds, Workflows As technology advances the way in which we work changes and we need to keep on top of why we use this technology, how they talk to each other, how we can share this information and how we can utilise technology for better and faster results. Engineering design is moving forward from just 3D design models into intelligent information models that contain rich metadata built through captured data, automation, and parametric design which can be effectively visualised and coordinated underneath the BIM environment. The below infographic shows a basic workflow of how each software package communicates data and models.

For large scale projects it’s important to develop an BIM Execution Plan (BEP) based on ISO 19650 (2019) outlining how data and information will be setup for compatibility across platforms and how data will be shared between consultants, including the use of both a Work in Progress (WIP) Environment and a Common Data Environment (CDE). The below examples show how this can be achieved, what the results are and why this can benefit Coastal and Maritime applications. Visualisation Workflow Visualising the end product design can allow stakeholders and community to not only understand the design but also make key decisions and provide feedback early in the project, often through

community consultations. This can save time and money. Infraworks can be used to create realistic and rendered combined models for both: • Concept Design: create quick 3D concept

models for early feedback; • Detailed Design: integrate data and detailed

design models from Civil 3D and Revit; This can be accompanied by temporary objects such as cars, boats, people and trees. Below is an example of how Infraworks was used for the Yorkey’s Knob Boating Infrastructure Project.

Software Components Revit Boat ramp, pontoon

Civil 3D Existing surface, proposed breakwater, dredging, fill, carpark/road pavement, landscaping

Infraworks Visualisation of combined model: • detail survey • Nearmap aerial overlay • proposed models • temporary objects

Figure 1: Infraworks - Visualisation of Yorkey’s Knob Boating Infrastructure Project

Automation and Coordination Workflow The coordination between existing and proposed services and structures is critical for the success of project. Clash detection during the design phase prevents construction issues, delays, unforeseen costs and key changes during construction.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-3 December 2020 Digital Engineering: how 3D modelling and innovative solutions can be integrated using multiplatform workflows Beau Mackenzie, Jarrod Coltman

The use of automation where possible substantially reduces modelling time and human error. Below is an example of how automation, 3D design and coordination was used on a large-scale wharf redevelopment project.

Software Components Dynamo Existing service model automation from

survey (into Revit) Revit Piles, stairs and wharf structure,

berthed vessel Civil 3D Dredging, revetment, pavement,

stormwater (with automated pit/pipe scheduling)

Navisworks Combined model and automated clash detection

Revizto Clash management Navisworks is being used to build a combined federated 3D model of existing and proposed models from all consultants to detect clashes and find solutions during both the design phase, demolition and construction phase. The models and clash reports could then be linked to Revizto to easily view and manage clashes in a user-friendly environment, including closing out clashes and linking back to the design package. Dynamo is being used to automate 3D modelling the existing services from surveys to Revit. Automation is key here as during the demolition/construction phase services while services are removed and discovered by the contractor, a quick turn-around of the 3D model is required to detect further clashes preventing delays.

Figure 2: Navisworks - Service Coordination and Clash Detection

Figure 3: Revizto - Clash Management

UAV Photogrammetry Workflow UAV (Unmanned Aerial Vehicles) are an inexpensive way to capture your existing site for several applications including: • topographic elevation mapping • asset inspection and mapping • monitoring of structures including breakwater

and seawalls • aerial photography Typically, this can be done in-house for concept level design, low resolution analysis and visualisation. It is recommended that a registered surveyor undertakes photogrammetry surveying for detailed design. The workflow involves: • surveying ground control points (GCP) over

your site for ground truthing • taking photos with a UAV with decent overlap • importing photos and GCP’s into Recap Photo

to generate a point cloud • importing the point cloud into ArcGIS, Civil 3D

and Infraworks Below is an example of how this approach was used to both produce an as-built model of the recently constructed revetment at Cooktown as well as monitor the settlement over time.

Hardware/Software Components UAV Drone Aerial photography Recap Photo Point Cloud Civil 3D or ArcGIS Elevation analysis Infraworks Visualisation

Figure 4: UAV photogrammetry workflow for Cooktown Revetment Settlement Monitoring

Conclusion The use of effective multi-platform workflows, using the right tool for the job and applying innovative solutions can save on time and construction cost. Technology is changing rapidly, and we can utilise this for maritime applications.

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-4 December 2020 Improving Change Management Efficacy through Simulation Capt. Rory Main

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Improving Change Management Efficacy through Simulation

Capt Rory Main and Alden Main BAppSc(Psych). Fremantle Maritime Simulation Centre

Summary To manage the overflow of large containerships to the Australian coastal trade Fremantle Ports undertook a study to identify the largest ship size which can be safely manoeuvred within the port. The results of the study were combined with data extracted from several years of simulation exercises to manage an ongoing training program to ensure the pilots, tug masters and other port personnel attained the skills necessary to manage the risk inherent in manoeuvering these large ships in a port situated at a river entrance. Introduction The size of containerships trading on international routes has increased significantly in recent years. The result is an overflow of large containerships to ports not equipped to handle these large ships with the result that ports need to manage the risk inherent in manoeuvering these ships and to assess port design to manage large ships. Fremantle Ports undertook a study to identify the maximum sized ships which could safely manoeuvre within a port at the mouth of the Swan River. The Fremantle Maritime Simulation Centre (FMSC) was engaged to analyse several years of simulation to develop a risk matrix. This matrix informed the Port and Pilot company management on a training program in which pilots were trained and assessed to ensure the preferred technical skills and non-technical behaviours were utilised to manoeuvre the ship safely. The training was conducted with tug masters in attendance who also developed an understanding of the manoeuvres. These larger ships which are transitioning on to the Australian trade are generally equipped with older technology. Therefore, the recent advancements in navigational technology is generally provided by the pilots. This includes highly accurate global navigation satellite systems (GNSS) as well as Human Factors approaches to managing the ships bridge team and the interface with the tug masters and other port personnel. (IMPA, 2018).

Figure 1 Fremantle Port at the Swan River mouth

The increased ship size results in greater cargo transfer per ship and increased efficiency for the ports. However, these benefits are accompanied

with significant risks inherent in reduced margins of safety. Therefore, better system design and the way in which people interface with the technical system becomes critical to safety. Methodology FMSC utilises Simulator-Based training (SBT) “as an instructional technique that accelerates expertise and skills development by providing active learner engagement, repetitive practice, variable scenario complexity, and performance measurement and feedback” (Owen et al. 2006). Nine Marine Pilots over the course of two weeks completed 45 simulations. The aim of the which was to assess the feasibility of bringing 347m and 366m LOA Container Ships into Fremantle’s Inner Harbour where the swing distance is only 400m if there are no ships at berth. The study considered the port design components of the WG121 recommendation Harbour Approach Channels – Design Guidelines as outlined by PIANC. In addition to developing the training program to manage the passage, FMSC developed specific measurement tools which analyse the Human Factors integration within the existing technical system. This Human Factors data was gathered in one instance from a Behavioural Marker instrument which analyses a critical factor in modern technical systems. FMSC drew on a human factor training programme aimed at the maritime industry. The Maritime Resource Management (MRM, also called Bridge Resource Management) aims at preventing incidents in maritime operations caused by human and organizational errors. (All Academy, 2020) In many instances it has been found that high fidelity “means high complexity, which will require more cognitive skills, thus increasing the trainee’s workload which will, in turn, impede learning; and proven instructional techniques, which improve initial learning do not depend on high fidelity components. Focus on the goal of the simulation training accounted for:

PIANC APAC 2020 - PIANC Asia Pacific Conference – Fremantle, 1-4 December 2020 Improving Change Management Efficacy through Simulation Capt. Rory Main

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• the level of skill of the trainee • the individual learning curves.

The training program resulted in a change from visual pilotage to technology supported pilotage. The program was implemented in consort with an upgrade of the GNSS system, and alterations to the processes and procedures of the organisation.

Figure 2 Task focused change

Discussion The days where an investigation occurs purely after a critical incident, to address what went wrong is unacceptable when advanced statistics and mixed methods exist which can predict incidents before they occur. Organisations should be addressing the risk profiles of their operations during training; before an accident occurs. This process should not be blind to skills identified in simulation. Through data gathering and analysis the predictive utility of statistical outputs will improve the larger the data set and will continually refine the confidence the the measurement. With 80% of all Maritime Accidents being Human Factors related (IMO, 2018) FMSC has recognised the importance of addressing this within the Maritime Industry utilising a Methodological approach applying a convergent design process which captures both Quantitative and Qualitative data simultaneously. The results can be analysed independently. However, together these methods are integrated and spliced to assess a variety of phenomenon. By correlating the data, a risk profile for manoeuvres can be developed from simulation exercises, or where live data is captured. “Safety or success is not the absence of accidents or failure, it is the presence of safeguards and defences, and the capacity for the system to fail safely.” (Todd Conklin, 2018). Training involves identifying appropriate courses of action, consequences of that action, and objectives to be achieved by following ‘proceduralised’ emergencies. Rasmussen concludes that "errors"

cannot be studied as a separate category of behaviour fragments; the object of the study should be cognitive control of behaviour in complex environments. (Rasmussen, 1990). Conclusion This project aimed to address cognition safety and the implications of cognitive system design when implementing simulation training. It is necessary to recognise that all levels of system development and operation are interrelated. Analysis of the operational level independently of the working-level, organisational-level identified latent errors. Error reduction methods in ship handling depend on each other in a complex way. The approaches adopted in this project has provided the port with a change management process driven by data analysis and provided objective outcomes to pilotage training which has to date been dominated by subjective training programs. Human Factors measures utilised during simulation identified individual risk profiles in both technical and behavioural capacity. These outcomes provided a more targeted approach to the simulation training. This reduced time, and cost whilst improving training outcomes. By individually contextualising training profiles and analysing direct evidence the data provides specific insight into individual strengths and weaknesses. References All Academy (2020). https://allacademy.com/maritime-resource-management-mrm-formerly-bridge-resource-management-brm/

Conklin, T. (2018). PreAccident Investigation Podcast. https://safetydifferently.com/podcasts/

IMPA (2018). Recommendations on Bridge Resource Management Courses, International Marine Pilots Association, London.

Main, A. (2017). High risk vessel operations in Fremantle: Establishing a Human Factors baseline. FMSC, Fremantle.

Owen H, Mugford B, Follows V, Plummer JL (2006) Comparison of three simulation-based training methods for management of medical emergencies. Resuscitation 71:204–211.

Rasmussen, J. (1983). Skills, rules and knowledge; signals, signs and symbols in human performance models. IEEE Transactions No3. May 1983.

Rasmussen, J. (1990). The role of error in organizing behaviour. Quality & safety in health care. Vol 12,issue 5 October 2003.

Second Container Port Advice. Evidence based discussion paper. (March 2017) Infrastructure Victoria