Help us to improve the website - give your feedback.

Home Topics COMAH COMAH - Guidance Technical aspects

Measures documents

Design Codes - Jetties

This Technical Measures Document covers the design, operation and maintenance
of jetty systems. Reference is made to relevant codes of practice and standards.

The relevant COMAH SRAM 2015 Criteria are:

[Link]: The safety report should show that appropriate measures have been
taken to prevent and effectively contain releases of dangerous substances.
[Link]: The safety report should show that all foreseeable direct causes of
major accidents have been taken into account in the design of the installation.

Related Assessment Criteria and Guidance documents are:

COMAH SRAM 2015 - Mechanical engineering criteria (PDF) [16]

COMAH SRAM 2015 - Process safety criteria (PDF) [17]

Related Technical Measures documents are:

Design Codes - Buildings / structures[18]

Design Codes - Pipework[19]

Introduction
A jetty is defined as "a pier projecting out into the waterway and with facilities for
mooring ships at its head or along its flank".

Jetties are normally used at major hazard plant for the loading and/or offloading of
hazardous substances in bulk quantities between ship and land-based storage
facilities. Incidents which occur at the jetty and involve hazardous substances have
the potential to result in a major accident.
For the majority of jetty installations there are five main events which individually or
jointly have the potential to cause significant harm or damage:

fire
explosion
release of a toxic substance
release of a corrosive substance
release of a marine pollutant

Common causes of such events are:

inadequate design, installation or maintenance of installations and equipment

inadequate management of operations
operator error due to lack of training or supervision
lack of awareness of the properties of the dangerous substance
arson or vandalism

Many of these are common to other activities and are considered elsewhere. See
Technical Measures Documents for – Site Security[20] etc.

This Technical Measures Document considers only issues that are specific to jetty
design and to equipment used for ship to shore transfers.

General principles
Jetties should be designed to meet the requirements of the appropriate design
codes and standards, to sound engineering principles and to be fit for purpose.
Jetties should be of sound construction, preferably made of non-combustible
materials, and be of sufficient strength to withstand normal berthing forces.

The design should take into account the following:

general siting considerations

the civil and structural design requirements for the jetty taking into the location,
natural phenomena such as the weather and tidal/marine considerations
impact protection for the approach of the ship to the jetty. Consideration needs
to be given to protection of the jetty from impact from the ship and vice versa. A
major accident could result if contact between the ship and jetty resulted in
damage to the ship and loss of containment of a hazardous substance or if
significant damage occurred to the jetty structure
 vessel anchorage/mooring requirements at the jetty. The design needs to take
into account the requirements for ship anchorage and mooring at low and high
tides, and when the vessel is full and empty
ship to shore transfer. Special consideration is required for ship to shore transfer
of hazardous substances. The design of the product transfer (typically pipework)
system for ship to shore transfer should take into account the changing tides,
water levels and displacement of the ship in the water during the transfer cycle
and be flexible enough to cope with all foreseen scenarios
access for emergency vehicles and emergency escape

In addition to the correct design of the jetty installation the facility should also be
subjected to an adequate maintenance and inspection programme designed to
ensure that the integrity of the facility is maintained during operation.

Additional consideration should be given to the precautions that should be taken at

jetties since there may be a number of different 'authorities' which may have a
controlling influence. These include the harbour operator, the jetty operator and the
master of the ship. There should be a clear definition of the roles and
responsibilities of all parties concerned. Consideration may also be needed in
respect of other jetties in the vicinity and the impact on management
arrangements in the case of interaction arising from domino effects,
communication links, etc.

General siting considerations

As part of the fundamental design process the following strategic factors should
be taken into account in the choice of the site and the design of the facility:

road and rail access (if appropriate) to the jetty area and storage facilities
the shelter provided by the local landscape to the proposed jetty site
the availability of land for use as storage and material handling areas
the presence of swift access to navigable shipping channels
the ability to keep good access to the navigable shipping channels
the availability of a prevailing breeze to facilitate the early and ready dissipation
of vapours resulting from spillage
emergency access and exit routes for emergency services, pollution control
equipment and operating personnel
the provision of life-saving aids
the provision of adequate lighting
security control
tidal/current effects
 proximity to other jetties and their required ship access
marine movements in the area and necessary manoeuvres for berthing vessels
(space)

Civil and structural design considerations

Jetties should be designed in accordance with the BS 6349 series of standards for
Maritime Works; which provides guidance on the planning, design, construction
and maintenance of maritime structures. Part 2 provides advice on the design of
quay walls, jetties and dolphins. It also includes references to Eurocodes and other
European standards published since the previous (2000) edition of BS 6349-2.

For the civil and structural engineering design, consideration needs to be given to
the following:

fire
the type and maximum size of the ship that is to be moored at the jetty
the hazardous substances to be handled and their chemical and physical
properties
the relevant meteorological conditions – including consideration of storms
other natural phenomena such as lightning, earthquakes/tremors etc.
geological information and the geological stability of the area including the
river/sea bed
the rise and fall and rate of the tides
cargo handling requirements
materials of construction
thermal expansion and contraction
electrical earthing to delivery points and to loading berths since the ignition of
flammable vapours can be caused by static electricity. Any electrical cables
passed between the vessel and shore need to be adequately insulated and
supported and protected against overload and mechanical damage
cathodic protection to undersea steel piles. Corrosion of the jetty support
structure below the water line could result in structural weakness in the jetty

Impact protection
Guidance for the approach of a ship towards a jetty is outside the scope of this
document since it will depend upon the specific details of the waterway, tidal flows,
sea/river bed layout etc. However the aim of the approach will be to bring the ship
(either by the use of tugs or her own engines) gently alongside the jetty according
to the procedures laid down elsewhere. Should these procedures not be adhered to
by the pilot/master of the ship and the ship collides with the jetty at excessive
speed or at an inappropriate angle then severe damage is likely to result to the jetty
and/or the ship. Impact protection for a jetty is normally confined to normal
berthing forces and not for the scenario described above.

Due to the inherent difficulties in positioning a large ship alongside a jetty it is

essential that some form of protection be available associated with the jetty to
protect the jetty from the ship and vice versa. Such protection is essential when the
ship is being manoeuvred into mooring position alongside the jetty and when the
ship is moored and the ship may be being pushed onto the jetty by the tides, winds,
currents etc.

BS 6349: Part 4: 2014 gives guidance on types of fenders, fendering systems and
layouts, mooring devices and ropes, mooring system layouts for commercial
vessels, and recommendations as to their suitability for various applications and
locations.

The function of a fendering system is to protect the jetty structure against damage
from ships approaching, lying alongside or leaving the jetty and to limit the reactive
forces to the ship's hull to acceptable values. Fender systems design varies
considerably and should be integrated with the jetty design. Consideration should
be given to the types of vessels to be moored and their hull designs and upon the
characteristics of the location. These will vary depending upon whether the jetty is
to be situated on the coast, in an estuary, in a tidal basin or elsewhere.

Vessel Anchorage/Mooring
Adequate facilities should be provided at a jetty for safe and secure mooring. The
installation should take into account the range of sizes and types of ship, local tidal
variations, foreseeable weather conditions and the nature of the cargo and
ballasting operations. Close liaison is required between all parties concerned
(ship's crew, harbour master, jetty operator etc.) to ensure that the mooring is done
safely and an adequate watch is kept on the moorings while the ship is alongside
and particularly during cargo transfer. Local conditions may place additional
requirements on vessel mooring.

Account needs to be taken of the rise and fall of ships in relation to the jetty as a
result of the changing tidal patterns. The extent of tidal fluctuations will vary from
location to location and should be considered on an individual basis. In addition,
the displacement of the ship in the water will also rise and fall as the ship is
emptied/filled and this should also be taken into account in the mooring systems.

Insufficient depth of water to accommodate the ship in approach or at the jetty, or

to accommodate mooring at low tides may result in the ship running aground. This
may result in a loss of containment of the hazardous substances and lead to a
major accident.

Consideration should be given at the design stage to the possibility of berth silting
at the jetty leading to an increasing possibility of a vessel running aground.

Jetty bollards and mooring arrangements should be designed to hold the ship in
position once the ship has docked so that loading/offloading can take place safely.
Inadequacies in the mooring arrangements could result in the ship breaking away
from the moorings for example during a storm. Often it is necessary to hold the
ship in place in relation to the jetty mounted off-loading facilities which may have
limited flexibility in movement. This is achieved by restraining the movement to
within acceptable limits by means of an adequate number of mooring lines
compatible with the conditions of wind, tide, weather and previous operating
experience of the facility.

Failure to properly restrain the ship in position which results in excessive

movement may result in fracture of offloading pipework and subsequent loss of
containment of hazardous substances.

Ship to shore transfer

The transfer from ship to shore inevitably involves the transfer of hazardous
substances by pipework system suspended above a watercourse. See HS(G)186
The bulk transfer of dangerous liquids and gases between ship and shore[21] which
addresses many of the issues concerning design, operations and procedures at
jetties.

All ship to shore connections should provide sufficient flexibility to allow for rise,
fall and range of the vessel due to tide, wave and current effects and changes in
displacement.

Flexible pipework should be manufactured to a standard suitable for the

application and should be compatible with the substances to be handled (See
Technical Measures Document – Design Codes - Pipework[22]). It should be
adequately supported (for example by slings, loading arms or saddles) so that it
does not become kinked, overbent, abraided or trapped between the ship and the
jetty. Where large hoses are used suitable cranes or hose rigs should be used. Care
should be taken that hose slinging and securing equipment does not cause
excessive curvature of flexible pipework systems.

Failure of the transfer lines during transfer could result in spillage of material into
the watercourse or on to the jetty resulting in pollution, fire or explosion. This can
happen for a variety of reasons and facilities should be available for pollution
control should this occur.
Excessive movement of the ship which results in the pipework system being pulled
apart, or the discharge pipework becoming trapped between the jetty and the ship,
may result in fracture of the pipework connection and the release of hazardous
substances.

When not in use hoses should be properly stored to avoid accidental damage,
extremes of temperature and direct sunlight. It is good practice to provide blank
ends for the additional sealing of couplings that are frequently broken and remade.

All hoses should be externally inspected for damage and deformation prior to use.
A more detailed examination, including appropriate internal inspection and
hydrostatic pressure testing should be carried out at least annually.

Additional features such as emergency release or breakaway couplings with

automatic shut-off valves for isolation of the inventory can be installed to minimise
the potential for spillage. It is also necessary to consider the ability to shut off
transfers from both shore side and ship side, and necessary ship to shore
communications arrangements.

For pipework transfer systems consideration should also be given to pressure

relief, fire engulfment relief and the possibility of pressure surges causing ruptures
to the hoses/flanges. Pressure surges in pipelines caused by closing valves too
rapidly, may lead to failure of vulnerable parts such as flanges.

Pigging operations are often carried out to clean pipelines. The hazards associated
with the pigging operations should be carefully assessed. Further guidance is
available in HS(G)186 The bulk transfer of dangerous liquids and gases between
ship and shore[23].

Special consideration should be given to installations where manifold systems are

used to ensure that the correct connections between ship and storage tank are
made.

In instances where the storage tanks are situated on land above the level of the
jetty then consideration needs to be given to the control of gravity flow from the
storage tanks. Suitable facilities for the isolation of the inventory should be
included to avoid spillage and pollution.

As a precaution against spillage or other emergency on the jetty, shut-off valves

should be considered at or near the shore end of all jetty pipelines which carry
hazardous substances. Such valves should not introduce unacceptable surge
pressures in the pipeline in the event of closure. Such valves should be fail safe
and be capable of manual operation in an emergency.

Procedures and facilities should be in place for emptying out residual contents
from flexible pipework systems after use and then cleaning pipework systems as
necessary. Suitably designed areas which provide containment of releases to avoid
pollution should be considered.

Maintenance
The integrity of the jetty system should be routinely checked and confirmed. The
following items should be routinely inspected as a minimum requirement:

the fendering systems for vessel impact protection should be inspected to

ensure that there has been no damage as a result of vessel movements
the depth of the approach channels, the berthing location and the exit channels
from the jetty should be routinely checked to ensure that silting has not occurred
to an extent that may result in a ship running aground. It may be necessary to
have a programme for the removal of silt;
the bollards/securing points located on the jetty should be inspected to ensure
that they have not been damaged or loosened during storm conditions
the underwater structure of the jetty should be routinely inspected to ensure that
significant corrosion has not occurred and the structure has not been
significantly weakened as a result of corrosive attack
any ropes/mooring systems used for fastening ships to jetties should be
inspected on a routine basis to ensure that they are not damaged
all land based pipework, pumps and transfer systems, lifting apparatus and
support structures should be routinely inspected
fire access routes and emergency equipment should be regularly inspected;
wash down facilities for flexible pipework systems should be regularly inspected
and emptied/cleaned as necessary

HSE guidance
HS(G)186 The bulk transfer of dangerous liquids and gases between ship and
shore[24], HSE, 1999.
The document provides information on the fire, explosion, toxic and
environmental hazards associated with the bulk transfer of dangerous liquids
and gases between ship and shore. It sets out practical measures on the design,
construction, operation and maintenance of the equipment, pipelines, jetties etc.
used in bulk transfer that are designed to protect people at work and others who
may be affected by the operations.
L155 Dangerous Goods in Harbour Areas Regulations 2016, Approved Code of
Practice and guidance, HSE, 2016
This guidance provides practical advice for anyone involved in activities in ports,
harbours, jetties, docks and wharves on how to comply with duties under the
 Dangerous Goods in Harbour Areas Regulations 2016. The purpose of the
regulations is to put in place specific measures to reduce the risk of a serious
incident occurring when dangerous goods pass through harbours and harbour
areas. They contain a set of safety provisions for dutyholders aimed at
safeguarding ports against major accidents involving dangerous goods by
coordinating activities between ship and shore.

L148 Safety in Docks, Approved Code of Practice and guidance, HSE, 2014
This guidance covers safety in dock operations and is aimed at those who have
a duty to comply with provisions of the Health and Safety at Work etc Act 1974.
This includes people who control dock premises, suppliers of plant and
equipment, dock employers, managers, safety officers, safety representatives
and workers.

Codes of Practice relating to design of Jetties

BS 6349-1-1:2013 Maritime works. General. Code of practice for planning and
design for operations, British Standards Institution.
BS 6349-1-2:2016+A1:2017 Maritime works. General. Code of practice for
assessment of actions, British Standards Institution.
BS 6349-1-3:2012 Maritime works. General. Code of practice for geotechnical
design, British Standards Institution.
BS 6349-1-4:2013 Maritime works. General. Code of practice for materials,
British Standards Institution.
BS 6349-2: 2019 Maritime works. Code of practice for the design of quay walls,
jetties and dolphins, British Standards Institution.
BS 6349-3: 2013 Maritime works. Code of practice for the design of shipyards
and sea locks, British Standards Institution.
BS 6349-4: 2014 Maritime works. Code of practice for design of fendering and
mooring systems, British Standards Institution.
BS 6349-5: 2016 Maritime works. Code of practice for dredging and land
reclamation, British Standards Institution.
BS 6349-7: 1991 Maritime structures. Guide to the design and construction of
breakwaters, British Standards Institution.
BS 6349-8: 2007 Maritime structures. Code of practice for the design of Ro-Ro
ramps, linkspans and walkways, British Standards Institution.

Further reading material

Lees, F.P., 'Loss Prevention in the Process Industries: Hazard Identification,
Assessment and Control', Volumes 1-3, Fourth Edition, 2012, Butterworth
Heinemann, ISBN 9780123971890.

Case studies illustrating the importance of

Design Codes - Jetties
Havkong Incident (23/1/1993[25])

Related content
COMAH: Notification form (.xlsx) [26]
A guide to the COMAH regulations 2015 (L111) [27]
Leadership for the major hazard industries[28]
Better alarm handling (PDF) [29]
News[30]
Chemicals[31]
Nuclear[32]
Managing human factors[33]
Safety bulletins[34]
Seveso III Directive [35]

Link URLs in this page

1. COMAH
[Link]
2. Overview - Background
[Link]
3. Seveso III
[Link]
4. COMAH Regulations 2015
[Link]
5. Cost recovery in detail
[Link]
6. The COMAH Competent Authority
[Link]
 7. Guidance
[Link]
8. Competent authority guidance and key internal CA procedures
[Link]
9. Notifications
[Link]
10. Submitting public information
[Link]
11. Establishments subject to COMAH 2015
[Link]
12. Emergency plan testing during coronavirus
[Link]
[Link]
13. Resources
[Link]
14. Safety alerts
[Link]
15. Investigation reports
[Link]
16. COMAH SRAM 2015 - Mechanical engineering criteria
[Link]
17. COMAH SRAM 2015 - Process safety criteria
[Link]
18. Design Codes - Buildings / structures
[Link]
19. Design Codes - Pipework
[Link]
20. Site Security
[Link]
21. HS(G)186 The bulk transfer of dangerous liquids and gases between ship and
shore
[Link]
22. Design Codes - Pipework
[Link]
23. HS(G)186 The bulk transfer of dangerous liquids and gases between ship and
shore
[Link]
24. HS(G)186 The bulk transfer of dangerous liquids and gases between ship and
shore
[Link]
25. Havkong Incident (23/1/1993
[Link]
26. COMAH: Notification form
[Link]
27. A guide to the COMAH regulations 2015 (L111)
[Link]
28. Leadership for the major hazard industries
[Link]
29. Better alarm handling
[Link]
30. News
[Link]
31. Chemicals
[Link]
32. Nuclear
[Link]
33. Managing human factors
[Link]
34. Safety bulletins
[Link]
35. Seveso III Directive
[Link]
Glossary of abbreviations/acronyms on this page
COMAH Control of major accident hazards