4. Project Description

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1 4. Project Description 4.1 Introduction This chapter provides information on the principal elements of the proposed redevelopment of St Louis Power Station. A description of the existing site and surrounding area and the technology of the proposed development is provided. The principal plant components, processes and materials consumed are identified. Construction and operational management of the plant are described. The provision for decommissioning of the existing plant and equipment is also discussed. 4.2 Site Location St Louis Power Station is located on the periphery of Plaine Lauzun Industrial Zone, approximately 5 kilometres from the centre of Port Louis, the capital of Mauritius. Port Louis itself is located on the Northwest coast of Mauritius as illustrated in Figure 4.1 Map of Mauritius. Figure 4.1: Map of Mauritius 26

2 The site entrance is located 125 metres from the M2 motorway serving as the primary access transport artery into Port Louis. The M2 motorway is therefore heavily trafficked, especially during rush hour periods in the morning and early evening. The site area is reasonably level with an elevation of approximately 26 metres. Immediately to the East of the site, the terrain rises steeply to the top of Pailles Hill (225 metres high) and to the Northeast of the site the terrain rises steeply to the top of Signal Mountain (323 metres high). To the West of the power station, there is a deep river valley with the St Louis Stream running its course along the bottom at an approximate elevation of 8 metres. These areas of complex terrain are largely uninhabited and lightly vegetated due to the steep gradients. The site is located within an industrially zoned area. The original land zoning is illustrated in Figure 4.2 which also shows that there has been a deviation from the original planning for the area with residential development encroaching directly to the Southwest boundary of the site. A small road separates the site from this residential area which was constructed after St. Louis Power Station was commissioned. No buffer zone has therefore been maintained between the power station site and sensitive receptors such as residential dwellings as per Planning Policy H1. This is contrary to the current planning policies of the National Development Strategy where planning Policy E1 and planning Policy I7 both indicate the importance of maintaining a 1 kilometre buffer zone around bad neighbours such as a power station. Figure 4.2: Site Location and Zoning Map 27

3 4.3 History of St. Louis Power Station St Louis Power Station was the first diesel power station commissioned by CEB in October The first 1.5MW Mirrlees KV SS 12 engine firing on Light Fuel Oil (LFO) was operating by the end of A further seven no. similar engines were commissioned with the last entering into service in July All of the Mirrlees engines have now been decommissioned. From 1978 to 1981, six no. 11MW Pielstick PC3 units firing Heavy Fuel Oil (HFO) were commissioned. The Pielstick PC3 units are medium speed, 4 stroke, single acting engines with a rotation of 428 rpm. The engines had an original power rating of 611 kw per cylinder, with a total of 18 cylinders. Original maximum continuous rating for each unit was therefore 11.9MW although each unit has subsequently been derated to 5MW due to age. In 2006 three new Wartsila 18V46 units, burning the same heavy fuel oil, were commissioned. The Wartsila 18V46 engine is a medium-speed, four-stroke diesel engine with a speed of rotation of 500 rev/min. The maximum continuous electrical output of each of these engines is 13.8 MW at 11 kv. 4.4 Existing Power Plant The current electricity generation capacity the St Louis Power Station is approximately 70MW. The power station currently includes the following plant, equipment and machinery: Six no. Pielstick engines (G1 - G6); Three no. Wartsila engines (G7 - G9); Five no. heavy fuel oil (HFO) storage tanks ranging in volume from 250m 3 to 5500m 3 ; Three no. smaller HFO buffer storage tanks ranging in volume from 200m 3 to 285m 3 ; Cooling towers (associated with Pielstick engines G1-G6); Cooling Radiators (associated with Wartsila Engines (G7-G9); Transformer, transport, mechanical and general workshops; 66kV electrical substation; Switchgear room; Control room; Battery room; Administration building; Fire water tank and fire pumphouse; River water reservoir; and Various stores rooms. The engines operate on the air-standard diesel thermodynamic cycle. The four elements of this cycle are as follows: 28

4 Air is drawn or forced into a cylinder; Air is compressed by a piston and fuel is then injected into the cylinder; Fuel is ignited by the heat of the compression of the air and the burning mixture of fuel and air expands, pushing the piston; and Products of the combustion of fuel are removed from the cylinder, completing the cycle. The energy released from the combustion of the fuel is used to drive the engine, which rotates the shaft of an alternator to generate electricity. The Pielstick engines have a thermal efficiency of approximately 35%, which is low by modern standards but typical for engines of this age. The Wartsila and the proposed new engines have a thermal efficiency of approximately 45%. 4.5 Proposed Redevelopment The redevelopment of St Louis power station is intended to provide the necessary increased generation capacity until CT Power (Mauritius) Ltd s coal fired power plant is constructed. The Pielstick engines are nearing the end of their useful life and are to be retired. It is intended to replace the older inefficient plant with 60MW of newer more efficient plant, similar to the three Wartsila engines already installed. The proposed medium-speed diesel engines are the preferred technology for this redevelopment. They are easily started and stopped and give good service over many years of intermittent operation. The proposed redevelopment of the St Louis Power Station will be undertaken in two phases, with 30 MW being installed at each phase, as summarised in the following sections Phase 1 A powerhouse building will be constructed with sufficient space to cater for two no. 15 MW engines; Two no. new 15 MW engines (G10 and G11) will be installed in this building; Two no. existing Pielstick engines (G5 and G6) and ancillary cooling towers will be decommissioned and the buildings demolished; An electrical annex and loading bay will be constructed at the southeast end of the powerhouse; Cooling water radiators will be located at the northwest side of the powerhouse; The existing mechanical workshop will be retained, however it will be necessary to remove the lean-to structures on the northern side of this building; Two no. new HFO storage tanks, each with a volume of 750m 3 will be constructed and two workshop buildings will be removed to make space for the tanks; and A new incinerator will be installed, adjacent to the existing one Phase 2 Two further new 15 MW engines (G12 and G13) will be installed in an extension to the powerhouse building constructed as part of Phase 1; and 29

5 Four no. existing Pielstick engines (G1-G4) and ancillary cooling towers will be decommissioned. It is not currently intended to demolish the powerhouse building which currently houses Pielstick Engines G1-G4. The proposed new site layout is illustrated in Figure 4.3 Proposed Redevelopment and presented in Appendix 4 of this EIS. A summary matrix of the proposed redevelopment is shown in Table 4.1. In this table the current operation as well as the proposed operation under Phase 1 and Phase 2 is detailed. Table 4.1: Summary Matrix for Proposed Development Phase Pielstick 5 MW Wartsila 13 MW New 15 MW engines Total site output (approx.) Existing Phase 1 6 engines G1,G2,G3,G4,G5,G6 4 engines G1,G2,G3,G4 3 engines G7,G8,G9 3 engines G7,G8,G9 Phase 2 3 engines 4.6 Proposed Operational Regime G7,G8,G9 G10,G11 G10,G11, G12,G13 69 MW 89 MW 99 MW CEB intends to operate the redeveloped St Louis Power Station as a semi-base load station similar to the existing generating units at St Louis Power Station. At present the existing Pielstick engines are operating on a semi base load capacity due to a generation shortage across the Island. However, once Phase 1 becomes operational it is expected that the hours of operation of these engines will reduce to account for peak times only, i.e. between 0800 and In addition to the proposed new phases detailed below an additional incinerator is planned for installation alongside the existing one. It is expected that the incinerator will only operate intermittently when required as discussed in Section 4.10 Sludge Incineration. The typical operational hours of the proposed redevelopment are shown in Table 4.2. However it should be noted that CEB may be required to operate this power plant outside of these times. This EIS has been completed on the assumption that the redeveloped power station will need to comply with the relevant environmental standard for all operating hours (i.e. the power station may be expected to operate intermittently at any time of day or night. Table 4.2: Proposed St Louis Operating Regime Scenario Engines Operating Philosophy Existing situation G1-G G7 G G1-G Phase 1 G7 G G10 G G7 G Phase 2 G10 G G12 G

6 Figure 4.3: Proposed Redevelopment 31

7 4.7 Fuel Storage Background After Phase 1, the power station will have four Pielstick units, three Wartsila units and two new 15 MW units, making a total installed capacity of approximately 90 MW. After Phase 2, the power station will have three Wartsila units and four new 15 MW units, making a total installed capacity of approximately 100 MW. On the basis that fuel for at least four days continuous operation should be stored at St Louis, the following heavy fuel storage capacities are required: Phase m 3 ; and Phase m 3. There is at present approximately 1100m 3 of HFO storage at St Louis associated with the existing Pielstick and Wartsila engines. The existing heavy fuel tanks (no s 5 and 6) have a combined capacity of 600m 3. These will be removed to provide space for the Phase 1 development so that only 500m 3 of the existing storage capacity will be retained. It is therefore proposed that two new HFO storage tanks with a capacity of 750m 3 each will be provided as part of the Phase 1 development. The maximum sulphur in fuel content allowed will remain at 3% although it is intended that future deliveries to the site will have a much lower sulphur in fuel content, typically less than 2% HFO Fuel Delivery to Site HFO deliveries to the site will utilise the existing system. HFO is currently delivered to the unloading and storage facility at Fort William where there are two storage tanks of approximately 5,000m 3 each. HFO is then pumped from the storage tanks at Fort William to CEB s Fort Victoria Power Station via a 1 kilometre pipeline with a diameter of 200mm (8 inches). This pipeline was installed in 1990 and is an underground ductile iron pipe with polyurethane lining to protect against corrosion. Any leaks in the pipeline are detected through pressure drops although to date there have been no reported or detectable leaks from the pipeline. There is a pumping station at Fort William which pumps the HFO through to Fort Victoria Power Station. There are five different sized storage tanks at Fort Victoria where the HFO is stored prior to being pumped to St Louis. The HFO is pumped through from Fort Victoria to St Louis via a 2 kilometre pipeline with a diameter of 200mm (8 inches) which was installed in This pipe is also an underground ductile iron pipe with polyurethane lining to protect against corrosion. Where the pipeline changes direction, the pipe is exposed over ground behind localised fenced areas and away from roads. There are two pits where test points and valves are located. Similar to the pipeline between Fort William and Fort Victoria, any leaks in the pipeline are detected through pressure drops. To date there have been no reported or detectable leaks from the pipeline HFO Storage The existing storage and fuel handling system will be maintained and upgraded as part of the proposed development to reduce significantly the potential of oil leakage. However, the proposed fuel storage tanks will be located within a new impermeable based containment bund sized to contain 125% of the largest tank to contain any leaks that may occur. There will be no taps or valves in the bund through which any leakage could escape. The new bund will be designed with a 32

8 rainwater collection sump from which, following inspection, uncontaminated rainwater may be pumped out through an oil interceptor into the site drainage system. HFO buffer and feed tanks will also be sited on impermeable surfaces within bunded areas. The HFO will be heated prior to combustion using steam raised in the waste heat recovery boilers that will extract heat from the exhaust gases LFO and Lubricating Oil Storage The existing storage and fuel handling system will be maintained and upgraded as part of the proposed development to reduce potential of oil leakage. Similar to the HFO storage, the LFO storage tanks are located within impermeable bunds to contain any leaks that may occur and to prevent possible ground contamination. Lube oil and hydraulic oil storage areas are also contained within impermeable based bunded areas Water Supply Raw feed water for the new engines proposed under Phase 1 and Phase 2 will be sourced from the public water mains, as per the existing situation. No abstractions from nearby watercourses are proposed as part of this redevelopment. As detailed below, Pielstick engines G1-G6 are currently cooled utilising water from St Louis Stream. Wartsila engines G7-G9 employ radiator cooling. It is proposed that the new units will also employ radiator cooling. Therefore, following the retirement of the Pielstick engines, and the implementation of Phase 2 of the proposed redevelopment, process discharges to the St Louis stream will be significantly reduced. The proposed power plant will require approximately 5m 3 /hr of raw feedwater. 4.9 Cooling System The existing Pielstick engines are equipped with a cooling water system to meet the heat rejection and temperature control requirements of the engine throughout its operating range. The cooling system consists of a water-filled system cooling the lube oil system and engine jacket. Water is cooled in the system through the use of four cooling towers. Evaporative losses from the system are made up through water pumped from the St Louis stream. St Louis Stream is located at the bottom of a deep valley that therefore requires water to be pumped up an elevation of 28 metres to the power station. The pump house includes four water pumps to pump water for cooling up to the power station. Each pump has a capacity of 40m 3 per hour. Water is pumped up to the station only when top up of the cooling circuit is required. This therefore depends on the level of dispatch of the plant and as the plant is not operating as a base load plant; continuous abstraction from the St Louis Stream is not required. Water is cooled in the system through the use of four cooling towers. All four cooling towers are located on the western boundary, two as part of the same structure and two individual towers. The new engines will have the same cooling requirements as the existing Wartsila engines. These engines will typically be equipped with a cooling water system to meet the heat rejection and temperature control requirements of the engine throughout its full operating range. The cooling system will typically consist of a high and low temperature water filled cooling system cooling the lube oil system and engine jacket respectively. The water filled cooling system will be cooled using radiator cooler units of an induced draught air ventilated cooler type. This is a closed circuit system thereby reducing water consumption and discharge of blowdown. Evaporative losses from the system will be made up by the addition of softened water from the site s water softening plant. This water will originate from the City water system (mains water). There will therefore be no water abstraction from the St Louis Stream associated with the operation of the proposed redeveloped St Louis Power Station on completion of Phase 2. 33

9 4.10 Sludge Incineration CIMAC (The International Council on Combustion Engines) document Recommendations Concerning the Design of Heavy Fuel Treatment Plants for Diesel Engines (2006) indicates that 1% to 1.5% of the fuel consumption will be discharged as sludge by the fuel centrifuges and the self-cleaning filters, and that the sludge will consist of 40-90% water with soluble salts, fuel oil, 1-4% abrasive particles, asphaltenes etc. On completion of Phase 1, St Louis will produce about 5.5 tonnes/day of sludge containing 40-90% of water. As per the existing situation, the sludge will be collected in an oily water tank together with oily water collected from the engine room floor, tank farm bunds etc. The sludge will undergo a de-watering process before being incinerated, and based on the water content being reduced to about 25%, the quantity of de-watered sludge to be incinerated will be approximately 2.5 tonnes/day. Assuming that the power plant may at times be required to operate at base load, and since it will be undesirable for the incinerator to be required to operate continuously, an incineration capacity of about 5 tonnes/day is recommended. After Phase 2, the generation capacity will increase to approximately 100 MW and the recommended incineration capacity will be 5.5 tonnes/day. The capacity of the existing incinerator at St Louis is 200 kg/h or 4.8 tonnes/day. An additional incinerator is therefore planned for installation alongside the existing one. However this will only operate intermittently, when required Waste Management Existing waste management procedures will be maintained during Phase 1 and Phase 2 of the development, subject to changing legislation, as detailed below. Operational procedures require all waste oils to be passed to the waste oil incinerator for destruction. Wastewater washings either pass to the waste oil incinerator or are discharged from the site via the oil / water separator. Oil contaminated wastes are collected and stored separately in a dedicated covered impermeable based bunded area before being burnt in the waste oil incinerator. General solid wastes are stored on site until collection for recycling, where possible, or disposal through local waste disposal services. Hazardous wastes are disposed of in accordance with the requirements of the Environment Protection (Standards for Hazardous Wastes) Regulations Construction Phase Construction Phase Management CEB will ultimately be responsible for the management of all commercial, operational and regulatory issues associated with the site during both the construction and operational phases. During the construction phase CEB will employ a technically competent Contractor who will have responsibility for all aspects of day to day operations on site. Construction activities have the potential to create a nuisance and cause disruption. In order to minimise disruption a Construction Environmental Management Plan (CEMP) will be developed and implemented during the construction phase of development. The CEMP will provide a framework for the management and implementation of construction activities incorporating the mitigation measures identified in the EIS relating to the mitigation of dust, noise etc. The CEMP will be reviewed regularly, and revised as necessary, to ensure that the measures implemented are effective Construction Phase Description and Duration It is anticipated that construction will commence in 2013 with construction and commissioning activities expected to last for 16 months each during Phase 1 and Phase 2. 34

10 The total number of construction staff on-site will vary during the construction phase of the works but are expected to peak at approximately 80 persons. It is expected that up to 10 no. heavy goods vehicle (HGV) deliveries per day will access/egress the site during peak construction activities. Normal working hours during the construction period are expected to be Monday to Friday to hours. In accordance with the Environment Protection (Control of Noise) Regulations 2008, activities likely to create a noise nuisance at residential properties will be avoided during the hours 19:00 and 07:00. Works associated with the demolition in proximity to residential properties will be restricted to to to prevent noise nuisance. Construction activities will gradually phase out from pre-construction to predominantly civil activities followed by commissioning and testing of plant and equipment Site Preparation Site clearance activities will include preparation of the construction working area. Prior to the commencement of construction activities the area for development will be fenced off. As the topography of the site is relatively level, site clearance works are anticipated to be minimal. The topsoil layer will be cleared across the development site, as required. Where possible this material will be reused on site. If the material is considered unsuitable for reuse on site an outlet for off site reuse will be sought. If reuse is not possible the material will be removed to an appropriately authorised facility by appropriately authorised waste contractors for recycling or disposal, as appropriate. Bulk soil, sub-soils or other material will be stored in designated areas only. Only uncontaminated material will be used on site for the purpose of fill and site levelling, if required. During the civil construction works, the site boundary will be clearly marked with high visibility tape and the appointed contractor will not be permitted to use any areas outside the identified site boundary for any activity relating to construction. Mobilisation will include the putting in place of staff, temporary facilities, plant and equipment, materials and systems for construction. A temporary contractor s compound will be erected on site for the duration of the construction works and will include temporary site offices (portacabins) and equipment laydown areas. The total number of construction staff on-site will vary during the site clearance phase of the works but is expected to peak at approximately Civil and Plant Construction Works These activities will include the main civil construction activities associated with the installation of the main plant components. Concrete pouring and filling will be fully controlled to ensure that cement bound materials do not present any pollution risk. All concrete pouring and filing will be supervised and monitored. Trucks, mixers and concrete pumps that have contained concrete will be washed out in a designated impermeable area to prevent pollution. Where possible, washout water will be stored and re-used. A Construction Traffic Management Plan (CTMP) will be implemented to ensure safe movements and interactions between vehicles and pedestrians. The CTMP will consider all expected work activities, delivery and storage areas and will be expanded and / or amended to include new or altered activities as they arise. The main components of the CTMP will include: Description and scope of proposed works; Staging of the works; 35

11 Traffic control during construction; Trucks movements to the site; Road signs for full and partial road closure; Pedestrian safety; and Site traffic management supervisor. The CTMP will also provide for the requirement that the entrances and roads are kept clean and clear of obstructions, and prevent the spillage or deposit of clay, rubble or other debris on the entrance and other roads throughout the contract period Operational Phase CEB will operate the redeveloped St. Louis Power Station and will have responsibility for the manning and day to day operation and maintenance of the site as well as monitoring and reporting of emission controls. CEB has over 55 years experience in the operation of electrical power generating plant, especially diesel engines. This experience ensures that CEB has the appropriate knowledge in operation, environmental and safety systems thereby reassuring that the redeveloped facility will operate with due regard to health and safety and environmental controls Demolition of Existing Plant It is proposed that six no. Pielstick engines and ancillary cooling towers will be decommissioned as part of the redevelopment. The existing powerhouse, which currently houses Pielstick engines (G5 and G6) and associated cooling towers will be demolished as part of Phase 1 of these proposals. In addition two workshop buildings will be removed to make space for two no. new heavy fuel oil (HFO) tanks. The existing mechanical workshop will be retained. However it will be necessary to remove the lean-to structures on the northern side of this building. The following detail provides an indicative programme of works that will be implemented during decommissioning to prevent environmental pollution: All plant equipment and machinery will be emptied and dismantled and stored under appropriate conditions until it can be sold. If a buyer cannot be found the material will be recycled or disposed of through authorised waste contractors and hauliers. Plant services, including pipelines and cabling, will be decommissioned and disconnected. If plant, machinery and services are required to be cleaned on site prior to removal all necessary measures will be implemented to prevent the release of potentially polluting substances. If buildings are to be retained, a maintenance programme will be implemented to ensure that they do not decay or present an unacceptable health and safety risk. Waste will be recycled wherever possible. All waste movement, recycling and disposal operations will be controlled by licensed waste contractors. 36

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