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JTS165-5-2021: (Design specification for LNG terminal (without provisions))
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(Design specification for LNG terminal (without provisions))
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Code for Design of Liquefied Natural Gas Port and Jetty
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| JTS 165-5-2009 | English | RFQ |
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Code for design of liquefied natural gas port and jetty
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Basic data | Standard ID | JTS 165-5-2021 (JTS165-5-2021) | | Description (Translated English) | (Design specification for LNG terminal (without provisions)) | | Sector / Industry | Highway & Transportation Industry Standard | | Classification of Chinese Standard | P67 | | Word Count Estimation | 47,496 | | Issuing agency(ies) | Ministry of Transport | JTS 165-5-2016
INDUSTRY STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
Code for Design of
Liquefied Natural Gas Port and Jetty
ISSUED ON: SEPTEMBER 22, 2016
IMPLEMENTED ON: NOVEMBER 01, 2016
Issued by: Ministry of Transport of the PRC
Table of Contents1 General ... 9
2 Terms ... 10
3 Site Selection of Port and Jetty ... 11
4 Operating Conditions ... 13
5 Graphic Design ... 15
5.1 General ... 15
5.2 Waters on port and jetty ... 15
5.3 Berth arrangement ... 16
5.4 Port and Jetty ... 17
5.5 Breakwaters and revetments ... 18
5.6 Access channel ... 19
5.7 Anchor station ... 21
5.8 Ships operating in the harbor ... 21
6 Berth Throughput Capacity ... 23
7 Hydraulic Structure ... 24
7.1 Structure safety level, fortification against the earthquake, and deformation 24
7.2 The value of the applied force calculation parameter ... 24
7.3 Revetment in storage tank area ... 25
8 Land Formation and Foundation Treatment of the Receiving Terminal ... 26
8.1 Land formation ... 26
8.2 Foundation treatment ... 26
9 Safety Facilities of the Port and Jetty ... 27
9.1 General facilities ... 27
9.2 Fire-fighting facilities ... 27
9.3 Communication and navigation facilities ... 30
9.4 Auxiliary facilities ... 31
Appendix A Description of Terms in This Code ... 32
List of Reference Standards ... 33
Additional Information List of Chief Drafting Organizations, Participating
Drafting Organizations, Chief Drafting Staffs, Chief Reviewers, Chief Correctors,
and Management Team for this Code ... 34
List of Chief Drafting Organizations, Participating Drafting Organizations, and
Chief Drafting Staffs for the Code for Design of Liquefied Natural Gas Port and
Jetty (JTS 165-5-2009) ... 36
3 Site Selection of Port and Jetty
3.0.1 The site selection of port and jetty shall conform to the urban planning and overall
planning of harbor.
3.0.2 The site selection of port and jetty shall be determined through combining the
site selection of LNG receiving terminal, user layout and outside-transportation mode,
etc.
3.0.3 The LNG port and jetty shall maintain the necessary safety distance from
densely populated areas, and the safety distance shall be determined by safety
assessment.
3.0.4 The LNG port and jetty should not be placed on the upwind side of the normal
wind direction in the sensitive areas.
3.0.5 The LNG port and jetty shall be selected in a location where the traffic is
convenient and easy to evacuate.
3.0.6 The sea harbor LNG port and jetty should be selected on the waters that meet
the requirements of LNG carrier does not take tidal navigation. If it is not satisfied,
special arguments shall be made.
3.0.7 The sea harbor LNG port and jetty should not be selected at a port with a long
access channel, and a high density of ships. When there is no other option, conduct
the special assessment, propose effective measures to mitigate and eliminate its
adverse effects.
3.0.8 When constructing the LNG port and jetty on an isolated island, the external
traffic facilities such as safe entry and evacuation of personnel should be set up.
3.0.9 Without special argumentation, the LNG port and jetty are strictly
prohibited from being selected in unfavorable areas such as complex geological
structures and late active faults.
3.0.10 The site selection of the river harbor LNG port and jetty shall be linked to the
construction and planning of the inland waterway, navigation buildings and buildings
crossing river; and shall conform to the relevant provisions of current nationals
standard Navigation Standard of Inland Waterway (GB 50139).
3.0.11 The site selection of river harbor LNG port and jetty shall analyze the riverbed
evolution, considering the adverse effects of the existing and planning reservoirs, dams,
bridges, etc. on the riverbed erosion and deposition; and considering the impact of the
riverbed evolution on the navigation safety.
5 Graphic Design
5.1 General
5.1.1 The layout of the LNG port and jetty shall fully consider the influence of the natural
factors such as wind, wave, flow, sediment back-siltation on the navigation,
berthing/unberthing, loading/unloading operations of the ships.
5.1.2 Multiple LNG berths, LNG berth and LPG berth may be placed adjacent to each
other. The LNG carrier and LPG carrier may share the berth. When using the offshore
pier arrangement, the LNG berth and LPG berth may be separately arranged on both
sides of the platform; but the berthing and unberthing operation time shall be staggered.
5.1.3 The layout of the LNG port and jetty should consider the possibility of expansion;
and may consider the possibility of LNG carrier shipment, if required.
5.2 Waters on port and jetty
5.2.1 The stopping area of the sea harbor LNG carrier should be arranged in a straight
line according to the direction of entering the harbor. When the arrangement is difficult,
it may be arranged on a curve; however, the radius of curvature must not be less than
5 times of the design length of the ship. The stopping distance of the LNG carrier may
take 4~5 times of the design length of the ship.
5.2.2 The turning basin of the sea harbor LNG carrier shall be located at a place
convenient for the ship to enter and leave the harbor and berth/unberth the port and
jetty. The diameter of the turning circle of the turning basin should be less than 2.5
times of the design length of the ship. When the arrangement is difficult and the flow
rate is small, the diameter of the turning circle shall be less than 2 times of the design
length of the ship. For the harbor greatly affected by the water flow, the turning basin
may be arranged in an elliptical shape; the length along the direction of the water flow
may be increased to no less than 3 times of the design length of the ship.
5.2.3 The mooring basin in the front of the river harbor LNG port and jetty shall not
occupy the main channel. The width of the mooring basin in the front of the port and
jetty of the river reach with gentle water flow may take 2 times of the design width of
the ship; while it may take 2.5 times of the design width of the ship for the river reach
with rapid water flow. When the port and jetty is closer to the main channel, the width
of mooring basin in the front of the port and jetty shall be appropriately increased.
5.2.4 The turning basin of the river harbor LNG port and jetty should be located in a
place convenient for the ship to enter and leave the harbor, and berth/unberth the port
and jetty. The length of the turning basin in the direction of the water flow should be no
less than 2.5 times of the design length of the ship. When the flow rate is more than
1.5m/s, the length of the turning basin may be increased appropriately. The width
5.4 Port and Jetty
5.4.1 The scale of the port and jetty shall be determined according to the design scale
of the LNG carrier and calculation of natural conditions. The design ship type may be
determined through analysis and argumentation, but also may select the equivalent
levels of ships according to the current industry standard Design Code of General
Layout for Sea Ports (JTS 165).
5.4.2 The front-end top elevation of the LNG port and jetty shall be determined
according to the current industry standard Design Code of General Layout for Sea
Ports (JTS 165) or Code for Master Design of River Port Engineering (JTJ 212).
5.4.3 The design water depth of the front-end of sea harbor LNG port and jetty
shall be determined according to the safe stopping calculation of the full-load
designed ship at the local theoretically lowest tide level. The design water
depth of the front-end of the river harbor LNG port and jetty shall be determined
through ensuring the safe stopping calculation of the full-load designed ship at
the design low water level of the port and jetty.
5.4.4 Each rich depth in the calculation of the design water depth of the front-end of
the port and jetty shall be selected according to the current industry standard Design
Code of General Layout for Sea Ports (JTS 165) or Code for Master Design of River
Port Engineering (JTJ 212).
5.4.5 The length of the port and jetty shall meet the requirements of the ship for safe
berthing, unberthing and mooring operations; it is determined through simulation test,
but should be no less than double design length of the ship. In the feasibility study
phase, the 1.0~1.2 times of design length of the ship may be estimated.
5.4.6 Two dolphins should be provided for the pier LNG port and jetty; the center
distance between the two dolphins may take 25%~45% design length of the ship.
When the types of the stopping ships differ significantly, the auxiliary dolphin may be
provided, or the working platform also be used as the dolphin.
5.4.7 The mooring facilities of the LNG port and jetty should be arranged symmetrically.
5.4.8 The operating platform should be set up on the working platform of the large and
medium-sized LNG port and jetty. The layout and height of the operating platform shall
be determined according to the manifold location of the designed ship type; and shall
meet the safety operation requirements for the LNG carrier at the local maximum tidal
range and wave variation range.
5.4.9 The large and small LNG port and jetty should be equipped with boarding ladders.
5.4.10 The LNG port and jetty should be arranged workboat berths, or use the existing
workboat berths.
estimated as per the Formulas (5.5.2.-1) and (5.5.2-2), respectively.
5.5.5 When the water depth in front of the breakwater is large, and the waves are large;
the inside of the vertical breakwater should not be suitable for serving as LNG berth
also.
5.6 Access channel
5.6.1 When the LNG carrier navigates on the sea harbor access channel, the mobile
safety zone shall be set; the specific scale of the zone shall be determined through the
special argumentation. When the large-scale LNG carrier navigates on the sea harbor
access channel, it shall be traffic-controlled and equipped with escort ships. When the
medium and small-scale LNG carrier navigates on the sea harbor access channel,
whether the traffic-control is required shall be determined through special
argumentation.
5.6.2 The cargo tank of small inland river LNG carrier shall adopt Type-C independent
cargo tank; the ship’s side shall be designed with good anti-collision and shall conform
to the relevant provisions of related current shipbuilding regulation of China
Classification Society. When the small inland river LNG carrier navigates on the inland
river access channel, under the normal navigation state, the sound and light warning
shall be started. Under the fault state, the LNG carrier shall start the sound and light
warning; and guarantee there are no other irrelated ships get close within the range of
300mm of front-and-rear, and 100m of left-and-right. Under the condition that the cargo
tank is damaged and leaked, measures shall be taken within 1100m of around the LNG
carrier to prevent the irrelated ships and personnel to enter.
5.6.3 The navigation width of the sea harbor LNG carrier access channel shall include
track belt width, inter-ship richness width, and richness width between ship and the
bottom line of the channel. The navigation width of the LNG carrier single-lane channel
may be calculated as per the Formula (5.6.3-1). The navigation width of the channel
where the LNG carrier meets other ships may be calculated as per the Formula (5.6.3-
2). When the navigation channel is relatively long, the natural condition is relatively
complicated, and the ship locating is more difficult, it may be widened properly; when
the natural condition and navigation condition are favorable, it may be narrowed
properly through argumentation.
Where:
W – channel navigation width (m);
A – track belt width (m);
adjacent to the main channel, the special access channel may not be provided. The
access channel shall be provided for the main channel between dig-in basin and river
or lake zone. When arranging the port and jetty in the fork channel of the river, the
upstream and downstream fork channel of the port and jetty shall be designed
according to the access channel.
5.6.6 The scale design of the access channel of river harbor LNG port and jetty shall
conform to the relevant provisions of current national standard Navigation Standard of
Inland Waterway (GB 50139). The reference surface for the calculation of the design
water depth of the access channel shall take the designed lowest navigation level.
5.6.7 When the factors affecting the channel scale are complicated, the channel
navigation width shall be verified by the ship operation simulation test; if necessary,
the channel navigation width may be determined by combining the real ship
observation.
5.7 Anchor station
5.7.1 The sea harbor LNG port and jetty shall be provided with emergency anchor
station. The emergency anchor station may be shared with the oil and gas chemical
transporting ships; and the safe clear distance from the anchor station of the non-
hazardous substance ships shall be no less than 1000m. The arrangement and scale
of the anchorage shall conform to the relevant provisions of current industry standard
Design Code of General Layout for Sea Ports (JTS 165).
5.7.2 The river harbor LNG port and jetty shall be provided with emergency anchor
station. The emergency anchor station may be shared with the oil and gas chemical
transporting ships; the arrangement and scale of the anchorage shall conform to the
relevant provisions of current industry standard Code for Master Design of River Port
Engineering (JTJ 212); and the safe clear distance from the anchor station of the non-
hazardous substance ships shall be no less than 1100m.
5.8 Ships operating in the harbor
5.8.1 When the sea harbor LNG carrier berths and unberths, it shall be provided with
the full-rotation tugboats to assist the operations. The total towing force of the tugboat
shall be determined according to the relevant provisions of the current industry
standard Design Code of General Layout for Sea Ports (JTS 165).
5.8.2 The configuration of the tugboat in the sea harbor LNG port and jetty shall
conform to the following provisions.
5.8.2.1 When 80000m3 and above LNG carrier berths, 3~5 tugboats may be configured
to assist the operation; when unberthing, 2~3 tugboats may be configured to assist the
operation. The minimum power of the single ship shall be no less than 3000kW.
7 Hydraulic Structure
7.1 Structure safety level, fortification against the earthquake, and deformation
7.1.1 The structure safety level of LNG port and jetty shall take Level-I.
7.1.2 The structure safety level of revetment directly sheltering tank area shall take
Level-I; while the structure safety level of the remaining revetment shall take Level-II.
7.1.3 The ground motion parameters used for the fortification against the earthquake
of the LNG port and jetty, and the revetment in storage tank area shall be determined
according to the special earthquake safety evaluation results; and shall be no less than
the value determined by the existing map of the ground motion parameters.
7.1.4 The earthquake-proof of the LNG port and jetty, revetment in storage tank area,
and the like hydraulic structures shall be checked according to the following two
working conditions.
7.1.4.1 Operation reference earthquake working condition shall take the 10% more
earthquake impact levels over 50 years as the design earthquake. Check the ultimate
state of the bearing capacity. The structural importance factor shall take Level-I
hydraulic structure. When it is required to control the structural deformation, conduct
the special argumentation on the structural deformation.
7.1.4.2 Safe shutdown earthquake working condition shall take 2% more earthquake
impact levels over 50 years as the design earthquake. Check the ultimate state of the
bearing capacity. The structural importance factory may take 1.0.
7.1.5 The standard on fortification against earthquake of breakwaters and revetments
non-direct sheltering tank area shall conform to the relevant provisions of Code for
Seismic Design of Water Transport Engineering (JTS 146).
7.1.6 The deformation of the structures such as trestle, working platform of laying the
process pipeline shall meet the requirements for the use and safety of the pipeline.
7.2 The value of the applied force calculation parameter
7.2.1 The basic wind pressure should be calculated at an open flat ground near the
harbor, about 10m from the ground, and once-in-a-century wind speed. The wind
speed for the structure design of the ultimate state of bearing capacity, and the limit
state of normal use should take the average maximum wind speed in 10min. The
designed wind speed in the ultimate state of bearing capacity of the structures such as
pipe deck above the trestle and the working platform shall take the average maximum
wind speed within 3s.
8 Land Formation and Foundation Treatment of the
Receiving Terminal
8.1 Land formation
8.1.1 The site elevation for the land formation of the receiving terminal shall be
determined by the comprehensive factors such as use requirements for receiving
terminal, and requirements for earthwork balance, terrain around the site, flood and
moisture control; and shall consider the connection with the long-term planning.
8.1.2 The plan for land formation shall be determined according to the following factors
such as site use requirements, natural conditions, safety requirements of receiving
terminal, material sources, construction conditions, etc.; combined with the site
foundation treatment plan; and through the economic and technical argumentation.
8.1.3 The land formation shall do well in temporary drainage, meeting the requirements
for discharge of underground and surface water. When conditions permit, it may be set
through combining the permanent drainage facilities of the receiving terminals.
8.2 Foundation treatment
8.2.1 When the land formation of the receiving terminal is finished, if the foundation
conditions do not meet the requirements for the constructions of the upper buildings
and structures, the foundation treatment shall be carried out.
8.2.2 The foundation treatment plan of the receiving terminal shall be determined
through the comprehensive analysis and combining the following conditions such as
local natural conditions, material sources, use requirements, construction periods,
engineering experience and technical levels, etc. When using the newly-deposited soft
soil and newly-dredged soil, or the soft soil required by the filling as the foundation of
the buildings and structures on the site, the site pre-treatment should be carried.
8.2.3 The residual settlement and uneven settlement of land site of receiving terminal,
as well as the standard value of foundation bearing capacity after treatment shall meet
the use requirements for the buildings and structures in different areas of the receiving
terminal.
assisting in the fire rescue for the mooring designed ship type.
9.2.3 The dry powder fire extinguishing system equipped with in the LNG port and jetty
shall conform to the following provisions.
9.2.3.1 The dry powder fire extinguishing system on each berth shall include 2 powder
fire monitors, and 2 powder fire branches.
9.2.3.2 The range of the powder fire monitor shall cover the range of the loading and
unloading area of the working platform of the port and jetty. The rated range of the
powder fire branch shall be no less than 1.1 times of the actually required range.
9.2.3.3 The continuous supply time of the dry powder shall be no less than 60s.
9.2.3.4 The reserve of the dry powder shall conform to the relevant provisions of
current national standards Code of Design for Powder Extinguishing Systems (GB
50347), and Code for Design for Fixed Fire Monitor Extinguishing Systems (GB 50338).
9.2.4 The fire water monitor equipped with in the LNG port and jetty shall conform to
the following provisions.
9.2.4.1 No less than 2 sets of fixed remote-controlled fire water monitors shall be
configured.
9.2.4.2 The range of the fire water monitor shall at least cover the range of loading and
unloading area of the working platform of the port and jetty, as well as the loading and
unloading pipe manifold area of the designed ship type. The rated range of the fire
water monitor shall be no less than 1.1 times of the actually required range.
9.2.4.3 The fire water monitor on the port and jetty may assist in the fire-fighting ship
or ship for fire-fighting and towing to meet the requirements of covering the whole ship
range and the water amount of the mooring designed ship type; the proportion of the
water amount for the fire monitoring on port and jetty shall be no less than 50%.
9.2.4.4 The fire tanks (cabins) and adjacent tanks (cabins) of the burning ship require
water spray cooling; the supply strength should be no less than 4L/(min•m2); the
cooling area shall take 50% sum between surface area above the maximum storage
tank (cabin) deck of the designed ship type and surface area above the adjacent
storage tank (cabin) deck.
9.2.4.5 The working time of the fire water monitor shall be no less than 6h.
9.2.4.6 The fire water monitor shall adopt the DC water spray dual-purpose nozzle.
9.2.4.7 The fire water monitor shall have the ire control and wireless control functions.
9.2.5 The drencher system shall be provided at the front of the operation platform,
9.2.8.5 The automatic fire alarm system shall be provided for the control room and
power distribution room of the port and jetty; meanwhile, the gas fire extinguishing
system shall be provided.
9.2.9 The water consumption of the port and jetty for fire-fighting shall be the sum of
the maximum water consumption for water fire monitor, drencher, water spray
equipment, and mobile fire-fighting device working together.
9.2.10 The external fire-fighting performance of the fire-fighting ships or ships for fire-
fighting and towing shall satisfy the following standards.
9.2.10.1 The fire-fighting ships or ships for fire-fighting and towing provided for the sea
harbor LNG port and jetty shall meet the requirements of Level-I fire-fighting ship
specified in Rules for Classification of Sea-Going Steel Ships issued by China
Classification Society.
9.2.10.2 The fire-fighting ships or ships for fire-fighting and towing provided for the river
harbor LNG port and jetty shall conform to the provisions of Code for Construction of
Steel Inland River Ships issued by China Classification Society.
9.2.10.3 The performance of fire-fighting ships or ships for fire-fighting and towing
provided for the river harbor LNG port and jetty shall conform to the provisions of
Supplement Requirements for Inland River Fire-Fighting Ships issued by China
Classification Society. The performance of fire-fighting ships or ships for fire-fighting
and towing provided for the LNG port and jetty for the ships with berthing capacity of
8000m3 and below shall meet the requirements of Level-I fire-fighting ship; while the
performance of fire-fighting ships or ships for fire-fighting and towing provided for the
LNG port and jetty for the ships with berthing capacity of 8000m3 above shall meet the
requirements of Level-II fire-fighting ship.
9.3 Communication and navigation facilities
9.3.1 The LNG port and jetty shall be provided with ship-bank dedicated wired
communication system.
9.3.2 The LNG port and jetty shall, according to the safety emergency communication
requirements of hazardous goods berth, be provided with VHF explosion-proof
radiotelephone for marine accidents, safety, and traffic management. The
communication equipment in the hazardous area of explosion shall be intrinsically safe.
9.3.3 The LNG port and jetty should be provided with an emergency broadcast
intercom system with functions such as alarm, broadcast and intercom.
9.3.4 The LNG port and jetty shall be provided with a complete navigation
facilities and aids. The LNG port and jetty located in the complicated navigable
environment may be equipped with pilot facilities with electronic marine chart and
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