Oil and gas

Nautical Simulation Studies

For a satisfactory terminal or port design it is essential to know what behaviour of the vessels may be expected under extreme conditions. With the help of the fast time simulation program SHIPMA Royal Haskoning is able to determine physical limitations and requirements of navigable waters with and without tug assistance. With the modelling results, optimum design parameters such as turning circle, breakwater position, etc can be found in order to guarantee a workable situation for a safe and efficient approach of the vessels. If necessary and/or critical these fast time simulations can be supplemented by full bridge simulations.

Channel Traffic Simulations

With the growing volumes and complexity of ports all over the world marine navigation increasingly requires assessment and review of potential risk. Royal Haskoning has an in-house developed software tool MARTRAM which allows for a realistic model representation of marine navigation. With this model all kinds of “what if” scenarios can be simulated and analysed. The picture to the left shows the marine traffic situation in Hong Kong which was analysed by our experts.

Quantitative Nautical Risk Assessments

In a joint industry project Royal Haskoning with MARIN have developed a methodology for a Quantitative Risk Assessment of LNG shipping in and around ports. This methodology supersedes the conservative approach of a safety zone which completely blocks the entrance and operations in a Port.

In the developed methodology the chance of a collision is calculated with the model SAMSON, which has been developed over the last 20 years and has been applied to the North Sea, one of the busiest nautical traffic areas in the world. Based on an in-house developed model with MARIN the size of a hole in the LNG tanks after a collision can be calculated following which the flow of LNG and evaporation of LNG into natural gas is calculated. The probability of a collision and damage to the tanks is calculated for a mixture of vessels, speeds, collision angles and weather conditions resulting in a probability distribution of various hole sizes. The probability for hole sizes is carried forward to LNG spillage calculations, evaporation quantities and finally expressed in risk.