TERMPOL 3.10 SITE PLANS AND TECHNICAL DATA

Transcription

1 TERMPOL 3.10 SITE PLANS AND TECHNICAL DATA Trans Mountain Expansion Project Prepared for: Prepared by: 777 W. Broadway, Suite 301 Vancouver, BC, V5Z 4J7 November 26, 2013

2 Termpol 3.10 Site Plans and Technical Data TRANS MOUNTAIN EXPANSION PROJECT November 26, 2013 M&N Project No Prepared by: MOFFATT & NICHOL Reviewed by: MOFFATT & NICHOL James Traber, EIT. Staff Engineer Ron Byres, P.Eng. Senior Project Manager Revision Purpose of Issue Date Author Reviewed Approved 0 For TRC Review November 26, 2013 JT RB

3 TABLE OF CONTENTS 1. OBJECTIVES PLANS AND SITE STUDIES OVERALL SITE PLAN AND MARINE TERMINAL LOCATION SITE HISTORY AND CURRENT CONDITION OF JETTY MARINE TERMINAL GENERAL ARRANGEMENT NAVIGATIONAL CLEARANCES CURRENT ANCHORAGE AREAS NEAR WESTRIDGE TERMINAL DREDGE AND FILL MARINE FACILITIES DESCRIPTION DESIGN LIFE DECK ELEVATION BERTH FUNCTIONAL REQUIREMENTS LOADING PLATFORM CARGO AND VAPOUR TRANSFER ARMS PIPE RACKS ROADWAY SPANS BREASTING DOLPHINS MOORING DOLPHINS MOORING HOOKS GANGWAY TOWER FIRE MONITORS VESSEL DOCKING ASSISTANCE SYSTEM AIDS TO NAVIGATION CABLE TRAYS ACCESS TRESTLE ACCESS CONTROL BIRD DETERRENT DESIGN JETTY CONTROL AND OPERATIONS UTILITY BOAT BERTH SURVEY, GEOPHYSICAL AND GEOTECHNICAL DATA MARINE BATHYMETRIC DATA MARINE GEOTECHNICAL DATA ENVIRONMENTAL DATA WIND DATA CURRENTS WAVE CONDITIONS Wind Generated Waves Termpol 3.10: Site Plans and Technical Data i

4 5.3.2 Passing Vessel Effects Tsunamis FOG SNOW AND RAIN TEMPERATURE ICE SEISMIC CRITERIA DATUM AND TIDES UNITS OF MEASUREMENT PROJECT DATUM AND GRID TIDES AND WATER LEVELS DESIGN, OPERATING AND SAFETY PARAMETERS DESIGN VESSELS UNDERKEEL CLEARANCE REQUIREMENTS DESIGN LOADS AND LOAD COMBINATIONS DEAD LOADS Loading Platform Access Trestle and Pipe rack Breasting Dolphins Mooring Dolphins LIVE LOADS Loading Platform Access Trestle Breasting and Mooring Dolphins Catwalks, Gangways and Tug Berth ENVIRONMENTAL LOADS Wind Loads Wave Loads Current Loads Marine Growth Snow and Rain Loads Temperature Loads Seismic Loads Earth Fill and Hydrostatic Pressures Loads MOORING LOADS Mooring Load on Breasting Dolphins Mooring Load on Mooring Dolphins BERTHING LOADS LOAD FACTORS AND COMBINATIONS CODES, STANDARDS AND DESIGN GUIDELINES MARINE FACILITIES PLANNING AND DESIGN NAVIGATION Termpol 3.10: Site Plans and Technical Data ii

5 9.3 STRUCTURAL DESIGN MATERIALS STANDARDS DESIGN FLOW RATES AND PRODUCT CHARACTERISTICS FIRE PROTECTION SYSTEM OPERATING PARAMETERS ELECTRICAL POWER AND LIGHTING REQUIREMENTS TERMINAL IDENTIFICATION AND OBSTRUCTION LIGHTING CONTROL AND INSTRUMENTATION TERMINAL CONTROL AND MONITORING SYSTEMS LEAK DETECTION SYSTEM WASTE MANAGEMENT PLAN WASTE WATER SOLID WASTE POLLUTION PREVENTION SYSTEMS AND EQUIPMENT OPERATIONAL SAFETY PROCEDURES AND FACILITIES INTENDED BERTHING STRATEGY REFERENCES APPENDIX A: MARINE TERMINAL DRAWINGS Termpol 3.10: Site Plans and Technical Data iii

6 LIST OF FIGURES Figure 2-1: Proposed Westridge Terminal Location... 2 Figure 2-2: Proposed Location of Westridge Terminal... 3 Figure 2-3: Existing Westridge Marine Terminal (Image source: Google Earth)... 4 Figure 2-4: Westridge Terminal Site Plan... 5 Figure 2-5: General Arrangement of Westridge Terminal... 6 Figure 2-6: Map of Anchorages near Westridge Terminal... 7 Figure 3-1: 3D rendering of the proposed Westridge Terminal... 9 Figure 3-2: Section of Typical Pipe Rack Figure 3-3: Typical Triple Quick Release Hook (Source: Harbour & Marine Engineering) Figure 3-4: Remote Release System Console (Source: Harbour & Marine Engineering) Figure 3-5: Berthing Dolphin Supporting an Access Gangway Figure 5-1: Westridge Terminal Wind Data Wind Rose (EBA, 2011A) Figure 5-2: East Burrard Inlet Mike 21 Hydrodynamic Simulation Flood Current Figure 5-3: East Burrard Inlet Mike 21 Hydrodynamic Simulation Ebb Current Figure 5-4: Surface Current Rose Plot (EBA, 2011B) LIST OF TABLES Table 2-1: Anchorage Areas near Westridge Terminal... 7 Table 3-1: Top of Deck Elevations... 8 Table 5-1: Uniform Hazard Response Spectrum Table 6-1: Tidal Data Table 7-1: Crude Oil Vessel Parameters Table 7-2: Jet Fuel Vessel Parameters Table 8-1: Mooring Line Loads Breasting Dolphins Table 8-2: Mooring Line Loads Mooring Dolphins Table 8-3: Design Vessel Data and Berthing Energy Parameters Table 8-4: Load Combinations for Berthing Dolphins (Berthing Conditions) Table 8-5: Load Combinations for Berthing and Mooring Dolphins (Mooring Conditions) Table 8-6: Load Combinations for Loading Platform/Trestle (Vacant Conditions) Termpol 3.10: Site Plans and Technical Data iv

7 1. OBJECTIVES In accordance with the Termpol Code, TP743E 2001, the objective of this survey is to document the key design information relating to the proposed marine terminal. The following items comprise the contents of this survey: Marine terminal plans including site plans, general arrangements, bathymetry and structural drawings; Site studies including turning basins, vessel manoeuvres, dredge and fill work, and geotechnical data; Environmental studies including wind, wave, tide, current, ice, and temperature data; Design parameters including design vessels, clearance requirements, and derivation of loads; Maximum operating parameters; Relevant engineering standards, codes and recommended guidelines; Description of design flow rates, pressures, temperatures and liquid characteristics in the cargo transfer system; Description of safety systems and procedures including fire protection, electrical, lighting, marine monitoring, control and instrumentation, leak detection; Description of pollution prevention and waste management programs and systems; and Description of intended berthing strategy. Termpol 3.10: Site Plans and Technical Data 1

8 2. PLANS AND SITE STUDIES 2.1 OVERALL SITE PLAN AND MARINE TERMINAL LOCATION The Westridge marine terminal located in Burrard Inlet, Burnaby, British Columbia is an established commercial shipping facility situated on the southern shoreline of Burrard inlet to the east of the Second Narrows and forming the marine terminus of the Trans Mountain Pipeline. The marine facility currently consists of a single berth designed to accommodate vessels ranging from barges to Aframax class vessels (up to 120,000 Deadweight Tons (DWT)). Trans Mountain is proposing to replace the existing single Aframax capable dock with a new three-berth marine dock complex at its existing Westridge Marine Terminal capable of accommodating Aframax sized vessels. The number of tankers calling at the marine terminal would increase from the current five (5) per month to about thirty four (34) per month; please refer to Termpol 3.7 for more detail. Although the frequency of vessel calls would increase their size and capacity would remain limited to that of the Aframax class of tanker. The project location is shown in Figure 2-1 and Figure 2-2. Figure 2-1: Proposed Westridge Terminal Location Termpol 3.10: Site Plans and Technical Data 2

9 Figure 2-2: Proposed Location of Westridge Terminal 2.2 SITE HISTORY AND CURRENT CONDITION OF JETTY Westridge Marine Terminal has been in existence since 1953 and the present berth at the Westridge Marine Terminal has been in operation since Today, the Westridge facility is used primarily for the transfer of crude oil to foreign flagged ships and barges for export to markets in the USA and Asia Pacific Rim. Currently, in a typical month, five vessels are loaded at the terminal. The expanded system will be capable of serving 34 Aframax class vessels per month, with actual demand driven by market conditions. The maximum size of vessels (Aframax class) served at the terminal will not change as part of the Project. In addition to tanker traffic, the terminal typically loads two to three barges with oil per month and receives one or two barges of jet fuel per month for shipment on a separate pipeline system that serves Vancouver International Airport (YVR). This Barge activity is not expected to change as a result of the expansion. Termpol 3.10: Site Plans and Technical Data 3

10 Main Dock Utility Dock Figure 2-3: Existing Westridge Marine Terminal (Image source: Google Earth) The existing Main Dock is 90m long by 15m wide reinforced concrete deck supported on three cellular sheet pile caissons and a number of vertical and raked steel piles. The access trestle consists of a 4.2m wide reinforced concrete deck supported on reinforced concrete bents. The trestle bents are spaced at 9.16m C/C and each bent is supported on two structural steel H-piles. The pipelines and cable trays are located on both sides of the roadway. While the pipelines span from bent to bent, the cable trays are supported by the roadway deck. The berth has six mooring dolphins with a reinforced concrete deck originally supported on nine H-piles. These dolphins have been reconstructed to address corrosion of the original pilings. To this effect, the original deck size of 4.2m (hexagonal) was extended to 8.1m (hexagonal) and five additional 914mm diameter pipe piles were added to each dolphin. Trans Mountain plans to demolish and remove the existing dock once the new dock complex has been commissioned. Termpol 3.10: Site Plans and Technical Data 4

11 2.3 MARINE TERMINAL GENERAL ARRANGEMENT At this point only preliminary engineering has been completed to determine the layout and configuration of the marine terminal facilities. The following description of the marine terminal is based on the engineering work completed to date, as well as a number of assumptions based on typical best practises used industry-wide for marine oil terminals. All engineering related information provided herein is subject to verification as the design process moves forward. The marine terminal general arrangement is shown in Figure 2-4 and Figure 2-5 (refer to Appendix A). The berthing structures and loading platforms are designed to simultaneously berth three Aframax class vessels safely and efficiently. The layout and location of the berths are selected based on optimizing the following criteria: safety; navigational approach; minimize berthing and mooring forces; effect of prevailing winds and currents; available water depth commensurate with the draft of tankers; minimize or eliminate the need for dredging; minimize distance from shore; and minimize environmental footprint. In addition, based on feedback from Trans Mountain s engagement with communities, efforts were made to minimize the impact on local communities as well as commercial and recreational users of Burrard inlet. Figure 2-4: Westridge Terminal Site Plan Termpol 3.10: Site Plans and Technical Data 5

12 Figure 2-5: General Arrangement of Westridge Terminal 2.4 NAVIGATIONAL CLEARANCES Navigational clearances are based on considerations of guidelines presented by Termpol, OCIMF 1, and PIANC 2. Channel Depth (min.): Channel Width (one-way traffic, min.): Channel Width (two-way traffic, min.): Manoeuvring Area Depth (min.): Manoeuvring Area Diameter (min.): 18 m 200 m (say 4 x Beam) 350 m (say 7 x Beam) 18 m 2.0 x LOA Based on these criteria the tankers calling at the Westridge terminal currently have the required space to manoeuvre to and from the terminal. The waterway width between Cates Park and the proposed Westridge terminal is over 1000 m giving ample navigational room for vessels in this area. Vessel fast time manoeuvring simulations have been conducted and determined that berthing and manoeuvrability around the berth can be done safely and efficiently (refer to Termpol 3.12). 1 OCIMF: Oil Companies International Marine Forum 2 PIANC: Permanent International Association of Navigation Congresses Termpol 3.10: Site Plans and Technical Data 6

13 2.5 CURRENT ANCHORAGE AREAS NEAR WESTRIDGE TERMINAL There are four (4) anchorages located near the Westridge Terminal. These anchorages are provided by the Port of Metro Vancouver and are for vessels waiting to berth at a terminal east of Second Narrows or awaiting west bound transit of Second Narrows. Table 2-1 and Figure 2-6 below shows the locations of the four (4) anchorages. Refer to Termpol Study 3.5 & 3.12 for more information of the available anchorages along the route and Termpol 3.7 for more information on future use of the anchorage locations by project tankers. Table 2-1: Anchorage Areas near Westridge Terminal Anchorage Name K L M N Latitude & Longitude 49 17'51.06"N, '51.90"W 49 17'54.54"N, '06.90"W 49 18'22.56"N, '17.11"W 49 17'39.30"N, '04.62"W Figure 2-6: Map of Anchorages near Westridge Terminal 2.6 DREDGE AND FILL Based on the existing depth of water alongside the berth, approach channel and turning area, commensurate with the types and sizes of vessels proposed to call at the facility little or no dredging is necessary. Land reclamation is planned for some of the proposed upland equipment. This will be located close to the abutment of the trestle. Termpol 3.10: Site Plans and Technical Data 7

14 3. MARINE FACILITIES DESCRIPTION 3.1 DESIGN LIFE The structures shall be designed for a minimum design life of 50 years. Where this requirement cannot be reasonably met, such as with ladders, fender systems, etc.; the design shall be such as to permit ready replacement of such members or items. A maintenance and structural integrity plan shall be in place to ensure ongoing and preventative maintenance of the structures. 3.2 DECK ELEVATION A nominal deck elevation of +9.1m CD was selected as the basic deck platform elevation for the loading platform. This level is higher than the nominal deck level at the existing Westridge Terminal, which is EL+7.69m CD. A nominal deck elevation of +8.4m CD was selected for the berthing and mooring dolphins. The minimum soffit deck elevation for the loading platform shall be such that there shall be no wave slamming on the deck during the passage of the H1/100 wave (Upper 1st percentile mean wave height) for a 100 year return period. Minimum Deck Elevation is calculated as follows: HHWL (Large Tide): To account for storm surge and Sea Level Rise: Design wave height Hmax (100yr Return): Wave Crest Height above Still Water Level H/2: Clearance to Underside of Platform: Top of Wave Elevation: Minimum Soffit Elevation: 5.6 m CD +0.5 m 1.47 m 0.74 m 0.3 m = 6.84 m CD = 7.14 m CD Minimum clearance to the top of deck: 1.5m Minimum Top of Deck Level: 8.34m Table 3-1: Top of Deck Elevations Parameter Platforms Dolphins Trestles Assumed Top of Deck Level (m) Deck thickness (m) Soffit Level (m) Soffit Clearance from Waves (m) 0.76 N/A 0.36 Termpol 3.10: Site Plans and Technical Data 8

15 The platform deck soffit elevation is set at least 0.3m above the top of wave level to avoid wave slamming. Any below-deck appurtenances (e.g. pump intake structures, pipes, conduits, catwalks etc.) should be set above the elevation of +7.14m Chart, or if this is not possible then they should be designed for wave slamming events. 3.3 BERTH FUNCTIONAL REQUIREMENTS There are two main functional requirements for the proposed Westridge Terminal. The first requirement is to safely accommodate three berthed vessels simultaneously ranging in size from barges to Aframax class vessels. The second requirement is to simultaneously either load or discharge up to three vessels (typically load oil to tankers and barges and discharge jet fuel from barges). At each berth the first requirement is satisfied through the provision of appropriate breasting and mooring dolphins, fender systems, mooring hooks, vessel docking assistance, and vessel access gangway systems. The second requirement is satisfied via the cargo transfer arms and other process equipment located on the central loading platform of each berth. Figure 3-1 shows a 3D rendering of the proposed Westridge Terminal. 3.4 LOADING PLATFORM Figure 3-1: 3D rendering of the proposed Westridge Terminal Each berth has a central loading platform that accommodates the process equipment and piping. The center of the loading platform is aligned with the vessel s on-board cargo manifolds which are typically located at the vessel s midships area. The platforms are equipped with articulated transfer arms for handling cargo (crude oil or jet fuel) and vapour recovery that connect to corresponding connection points on the vessel. These are described further below. The platform will have a containment area where the transfer arms and supplemental process equipment such as stripping pumps (for draining inboard portions of the loading arm) and hydraulic control stations will be situated. Termpol 3.10: Site Plans and Technical Data 9

16 Spill containment on each berth is provided with a perimeter curb and drainage slab. Vapour recovery process equipment and eyewash stations will also be situated in the containment area. Foam supply and controls shall be provided on the shore side. The deck will be sloped for adequate drainage. Spills from the containment area will be directed into a containment tank situated below deck. The capacity of the containment tank shall be equal to 30 second of average flow from one loading arm. Storm water which collects in the tank would be pumped to shore for treatment and disposal. Before a tanker berths, the contents of the containment tank are to be pumped to shore. Runoff from the remaining area of the deck will be deposited directly into the sea through a system of drains and drain pipes. Ship to shore access will be provided via a moveable gangway tower, which provides safe and convenient access to the vessel at all stages of the tide and loading status. The tower will include an integrated stores crane and fire monitor. Each berth will have two dedicated rotating fire monitors with foam/no foam capability. Cargo manifolding will be done onshore as far as possible. Sufficient space for crane outriggers shall be provided on the platforms. Sufficient room will also be provided to allow for a 3-point turn for the design vehicles. 3.5 CARGO AND VAPOUR TRANSFER ARMS Cargo and vapour transfer to and from vessels will be accomplished using counterbalanced, hydraulically actuated articulated cargo and vapour transfer arms. The design flow rate used for sizing the transfer arms is intended to allow an Aframax class vessel to load its cargo in approximately in 24 hours, including time for ramp up and ramp down. To achieve the peak loading rates it is expected that each berth will require three 406mm (NPS16, or 16 diameter) loading arms 3. A spare cargo arm may be provided at one or more berths for redundancy. Berth 1 will also be fitted with one 305 mm (NPS12) diameter cargo arm that will not be used for crude oil. Each berth will also be fitted with one 305 mm (NPS12) diameter vapour recovery arm. All numbers are subject to confirmation in the detailed engineering stage. Vessels up to approximately 100,000 DWT have manifold flanges between 12 to 20 diameter spaced at 1.5m to 3.0m centers and vessels larger than that have manifold flanges between 16 (405 mm) to 24 (610 mm) diameter spaced at 1.8m to 4.2m centers. For the purpose of this study, loading arms are spaced at 4.0m centers to accommodate vessels of the entire range of the Aframax class. 3.6 PIPE RACKS Pipe racks shall be provided on each side of the roadway serving a separate berth on either side of a finger pier. The pipe rack structure shall be independent of the access roadway structure. The pipe rack will be supported by two structural steel plate girders with spans in the range of 40 meters. No deck is provided beneath the pipe rack. Pipe supports shall be provided at a spacing not exceeding 5.0m. 3 Within the petroleum industry, US/Imperial units are most commonly used to designate pipe sizes and loading arms. This convention is also used here for convenient reference. Termpol 3.10: Site Plans and Technical Data 10

17 3.7 ROADWAY SPANS Figure 3-2: Section of Typical Pipe Rack The access trestle will include a roadway with pipe racks on both sides. A 4.9m (clear width) roadway will provide access for trucks, mobile cranes or emergency vehicles. The trestle roadway spans will be in the range of 40 meters and will comprise of two structural steel plate girders supporting a 250mm thick cast-in-place deck slab providing the running surface. The deck will be sloped for adequate drainage. Runoff from the deck will drain directly into the sea through drain pipes placed on both sides of the deck. 3.8 BREASTING DOLPHINS The primary functions of the breasting dolphins are to absorb the energy of the berthing vessel, provide contact points for the moored vessel, and to provide suitable spring line mooring points. Each breasting dolphin supports an independent fender system which consists of a fender panel supported by rubber energy absorbing elements located behind the panel. The fender panel provides the surface against which the berthing vessel makes contact and the rubber elements absorb the impact energy, thus protecting the berth structures. Each breasting dolphin also supports a quick release hook system with an electric capstan. The breasting dolphin structures are accessed via catwalks. Each breasting dolphin is equipped with a ladder extending from the top of the dolphin to 1.0m below the Lower Low Water Level (Large Tide) to permit access from the water, if required. Other features of the breasting dolphins are as follows: Fenders; Mooring hooks; Area lighting; Mooring line chafing guard at the front and side edges of the concrete cap; Handrails around the sides and rear of the dolphins; An access ladder accessible from the water line. Termpol 3.10: Site Plans and Technical Data 11

18 3.9 MOORING DOLPHINS The primary function of the mooring dolphins is to provide bow, breast and stern line mooring points along the berth. Each mooring dolphin is equipped with a quick release mooring hook with an electric capstan. The mooring dolphins are placed along the access trestle and accessed via catwalks. Each dolphin is equipped with a ladder extending from the top of the dolphin to 1.0m below the Lower Low Water Level (Large Tide) to permit access from the water, if required. Other features of the dolphins are as follows: Mooring hooks; Area lighting; Mooring line chafing guard at the front and side edges of the concrete cap; Handrails around the sides and rear of the dolphins; An access ladder accessible from the water line MOORING HOOKS Breasting and mooring dolphins shall be equipped with quick release mooring hooks (QRMH). Hooks have the following general features: Manual release in the proximity of the hook. Manual quick release shall be able to be activated by one person; Electrical release via remote control from a central monitoring system; Load monitoring capability instrumented to provide remote load readout for each hook from a central monitoring station. Load cells shall be provided by the hook manufacturer to ensure that they have been calibrated with the hooks. The load monitoring system shall provide the facility operator with real-time information on the loads in all mooring lines. A computer workstation shall be located in the marine control building and shall interface with the load pins inserted in the mooring hooks located on the breasting and mooring dolphins; and Capstan and controls. These line-handling units will be used for hauling the vessel s mooring lines into position, using lighter messenger lines. Figure 3-3 below shows a typical triple quick release hook. Quick release hooks can be manufactured with either single, double, triple, or quadruple hooks depending on the terminal s requirements. Termpol 3.10: Site Plans and Technical Data 12

19 Figure 3-3: Typical Triple Quick Release Hook (Source: Harbour & Marine Engineering) Quick release hooks utilize a Remote Release System, which allows mooring lines to be safely released from a control console located in a control room as shown in Figure 3-4. This reduces the need for personnel to be in close proximity to highly tensioned mooring lines. The quick release hooks also utilize a Load Monitoring System, which monitors the forces in each mooring line in real time. The system helps operators balance the mooring line patterns and helps prevent lines from becoming overstressed. Visual and audio alarms can be installed to alert operators when line tension becomes too high or too low. Means shall be available to release the hooks from local stations near the hooks as well. Termpol 3.10: Site Plans and Technical Data 13

20 Figure 3-4: Remote Release System Console (Source: Harbour & Marine Engineering) 3.11 GANGWAY TOWER Ship to shore access will be provided via articulated telescopic gangway towers. All movements of the gangway shall be self-supporting independent and, therefore, not require any additional lifting or pulling equipment either from the loading platform or ship. In the stored position, the gangway will be folded to clear inshore of the edge of the deck to avoid conflict with berthing vessels. No additional support is necessary to maintain the gangway in the stored position. The gangway will be designed to retract and clear the vessel during an emergency. The gangway tower will be located either on the central loading platform, or on one of the adjacent breasting dolphins. The gangway height shall be adjustable to suit the full tidal range in combination with the freeboard of the design vessel or barge, ballasted and fully loaded. The system will be equipped with a telescopic access ramp. The end of the gangway shall have the ability to turn 90 degrees after spanning across the ship s rail. This provides more flexibility in accommodating ships with different deck configurations. A 20m nominal offset from the vessel manifold to the center of the gangway is assumed, so that a proper landing area on the vessel will be available. This will allow ship personnel to be evacuated from that location in case of emergency. The gangway tower shall support an integrated 5 tonne stores crane and a fire monitor. The crane can be used to transfer materials to and from the vessel. Integrating the crane with the gangway tower will save precious space on the platform. A lay down area adjacent to each crane will allow for truck loading and unloading. The crane shall be capable of a 360 degree slewing rotation. Both the crane and the fire monitor shall be remotely controlled. Termpol 3.10: Site Plans and Technical Data 14

21 Figure 3-5: Berthing Dolphin Supporting an Access Gangway 3.12 FIRE MONITORS Firefighting systems will be provided at all berths to extinguish a fire within the area of the berth platforms and the immediate vicinity of the ship s manifold. Firefighting equipment includes water and foam monitors located on the main loading platforms and will be operable remotely from the marine terminal control room. Each berth will have two dedicated rotating fire monitors with foam and water capability. One monitor can be integrated with the gangway tower. In addition to fire boats maintained by the City of Vancouver Fire Department on behalf of a municipal consortium some harbour tugs and local fire departments are also equipped with marine firefighting capabilities. For more information on fire prevention and fire fighting systems provided on the tankers calling at Westridge Terminal refer to Termpol Study 3.11, Cargo Transfer and Transshipment Systems, for more details. Termpol 3.10: Site Plans and Technical Data 15

22 3.13 VESSEL DOCKING ASSISTANCE SYSTEM Each tanker berth is to be equipped with a docking assistance system to assist in the berthing of tankers. The purpose of the docking assistance system is to measure in real time, the speed of approach, distance to berth, and angle of approach for a vessel once it is within 200 meters from the berth. This system includes the following main components: Docking Assistance Display Boards. These are mounted on a berthing dolphin on deep end of the platform to allow the displays to be seen from the vessel s bridge during either port-to or starboard-to berthing. Laser Rate-of-Approach Docking Sensors. Two each; mounted to the extreme ends of the platforms. Tide, Wind and Current Sensors. The tide and current sensors are mounted on the seabed with communication by instrument cable to the monitoring system. The anemometer and other weather instruments shall installed at the terminal in a topsides location to be coordinated with the owner. Visibility Sensor. A sensor is used to provide a measure of navigation visibility in the marine approaches to the terminal. Monitoring Instrumentation. This equipment is installed inside the marine control building located on shore and shall display and record information, as well as provide the system control and operation of all docking assistance system components. Portable Monitoring Units. The instruments described in this section shall be designed to provide telemetry data via a communication interface and equipment to transmit the data to the Pilots portable piloting units (PPU) via messaging from an AIS base station at the terminal using appropriate wireless technology AIDS TO NAVIGATION Navigation marker lights shall be designed in accordance with IALA standards. Lights shall be mounted on the outer east and west vertical face of the dolphin pile caps where they will be visible from both directions but not interfere with mooring line deployment. The location, color and intensity for these navigation lights shall be confirmed with PPA, Transport Canada, and CCG CABLE TRAYS Marine grade aluminum cable trays and/or embedded PVC conduits shall be used to distribute electrical cables from the jetty operator room to electrical appurtenances. All electrical appurtenances will be intrinsically safe as per the appropriate hazardous area classification. Termpol 3.10: Site Plans and Technical Data 16

23 3.16 ACCESS TRESTLE The access trestle is designed to provide pedestrian and vehicle access from shore to loading platform, and supports the piping and pipe rack, auxiliary mechanical and electrical systems ACCESS CONTROL To prevent unauthorized access to the platforms from the shore end to or from the dolphin areas, the entrance of the trestle and loading platforms shall be secured with fencing and gates equipped with card-reader access BIRD DETERRENT DESIGN The design shall incorporate bird deterrent strategies which are intended to prevent or minimize nesting, resting and roosting places on frames, components and fixtures of the topsides and under structure. These strategies can either be inherent in the design of the structural elements by their shape or form or should allow for fitting post-design deterrents like spikes, spiders, nets or misting devices etc. The intent is not to harm birds but to deter them from using the facility as a resting place to prevent the build-up of droppings which are harmful to the installations and to the users of the facility. The deterrent design shall not increase the risk of injury to users of the jetty or be harmful to their health JETTY CONTROL AND OPERATIONS The location and functionality of the jetty control and operations room has not yet been determined, since jetty controls must be integrated with the overall plant and pipeline operations and the design work has not yet been completed. In general the jetty operations are controlled by operators who are in reasonable proximity to the berth and can observe loading operations directly, from a distance that is close enough to directly see the needed operations but far enough away to avoid most personnel risks in the event of a fire or other emergency occurring at the berth. Some of the jetty operations to be considered include: Operation and monitoring of the cargo loading arms; Operation of the vessel gangway; Monitoring of metocean conditions (winds, waves, currents, tides); Monitoring of vessel mooring line tensions and remote release consoles; and Monitoring of the cargo transfer process. Termpol 3.10: Site Plans and Technical Data 17

24 3.20 UTILITY BOAT BERTH It is anticipated that the harbour assist tugs and escort tugs used to assist project vessels will be based at off-site commercial facilities elsewhere in the harbour and be called to the terminal as and when needed. Provision for on-site docking of at least one such tug at the Westridge facility is expected. A utility berth for smaller vessels is planned to accommodate spill response and service vessels used to deploy the containment booms. The structural configuration of the float and mooring piles has not been verified at this time. During detailed design the appropriate berthing mooring forces of the utility vessels as well as all environmental loads from winds, waves, and currents including snow and ice loads will be accounted for. Termpol 3.10: Site Plans and Technical Data 18

25 4. SURVEY, GEOPHYSICAL AND GEOTECHNICAL DATA 4.1 MARINE BATHYMETRIC DATA Hydrographic surveys of the vicinity of the berth have been completed by the Canadian Hydrographic Services (CHS) as part of the ongoing nautical charts program. The bathymetric data from CHS was used during the preliminary design phase; however additional site specific surveys are planned as part of the detailed design phase. 4.2 MARINE GEOTECHNICAL DATA Some marine geotechnical borehole data are available at the location of the existing dock, but there is no information available for the new trestle and berth locations for the TMEP, which would be located farther from shore and in deeper waters. Golder Associates Report of 2005 Geotechnical Review Proposed Dredging of Terasen Pipelines Westridge Wharf, indicates that the seabed consists of a native Sand and Silt layer underlain by a Sandy layer, which is underlain by a layer of till. Finally, Sandstone bedrock is found at EL-28.0m. The foundation type for the Project was proposed based on the preliminary information available and will need to be confirmed by detailed geotechnical investigation in the next phase. A detailed geotechnical investigation will be carried out during the detailed design phase. Termpol 3.10: Site Plans and Technical Data 19

26 5. ENVIRONMENTAL DATA The preliminary design of the new facilities was based on a preliminary metocean analysis, the results of which are summarized below. As part of the design phase, a weather station and current meter were installed near the site to collect local site-specific data that can be correlated to longer term records from other locations in the region. The metocean analysis will be updated during the detailed phase once the additional site data are available. 5.1 WIND DATA In February 2013 a meteorological station was installed at the site of the Westridge Marine Terminal to enable the collection of site-specific meteorological data in support of the design process for the TMEP facilities. The intent is to collect meteorological data at the terminal for a period of one year in conjunction with a two-month study of the three dimensional ocean currents offshore of the terminal. The meteorological station installed at the end of the Westridge Marine Terminal has continuously recorded wind speed and direction, air temperature, relative humidity and incident solar radiation since its installation. Based on an analysis of the data collected from February to September 2013, there are two main wind directions at the site, the predominant direction is from the northeast to east-northeast and the second direction is from the west. Winds from the north or south directions occurred less than 1% of the time. In 2013, typical maximum daily wind gusts were in the range of 6 to 10m/s; however, wind gust speeds greater than 15.0m/s were recorded on six occasions over the period of record. Average wind speeds were commonly in the range of 2.0m/s. Figure 5-1 shows the wind rose. The highest daily average wind speed recorded was 6.8 m/s on April 29, The period of record does not yet span the winter months, consequently there is insufficient data to determine typical winter wind speeds. Termpol 3.10: Site Plans and Technical Data 20

27 Figure 5-1: Westridge Terminal Wind Data Wind Rose (EBA, 2011A) 5.2 CURRENTS Prior to 2013 there were no site specific current measurements available in the immediate vicinity of the Westridge terminal. To assess the general pattern and strength of tidal current, a two-dimensional numerical current model was constructed for Burrard Inlet using Mike 21 software. Figure 5-2 and Figure 5-3 below show the model for flood and ebb tides respectively which indicate maximum currents of approximately 0.47 m/s in the vicinity of the berths. Termpol 3.10: Site Plans and Technical Data 21

28 Figure 5-2: East Burrard Inlet Mike 21 Hydrodynamic Simulation Flood Current Figure 5-3: East Burrard Inlet Mike 21 Hydrodynamic Simulation Ebb Current Termpol 3.10: Site Plans and Technical Data 22

29 As part of a metocean instrumentation program at Westridge that commenced in 2013, an Acoustic Doppler Current Profiling (ADCP) instrument was deployed near the Westridge terminal to measure currents. The instrument was placed on the seabed and recorded currents throughout the entire water column over a continuous 2-month period in April and May A summary current rose is provided in Figure 5-4, showing the predominant current directions and velocities recorded. In general the measured data appear to be consistent with the numerical model results. The two-month period of record is sufficiently long to extract the main harmonic constituents for the tide, allowing predictions to be made for currents for the entire 19-year tidal cycle. The maximum predicted tidal currents in the 19-year cycle are 0.324m/s during the ebb tide, and 0.408m/s during a flood tide. These predicted values are somewhat less than the range of the actual observed data, which is not unexpected as the astronomical tidal predictions do not completely capture the variability in currents due to factors such storm surge or spring freshet. Figure 5-4: Surface Current Rose Plot (EBA, 2011B) Termpol 3.10: Site Plans and Technical Data 23

30 5.3 WAVE CONDITIONS Wind Generated Waves The design 100yr return wind generated wave characteristics are specified as: Maximum wave height of 1.45m The maximum peak wave period 3.0s Significant wave height of 1m Omni-directional (same as wind) Passing Vessel Effects A passing vessel analysis is usually not needed if the clear distance between the passing and moored vessels exceeds 150m. The deep water navigation channel width in the vicinity of the Westridge Terminal exceeds 600m at the narrowest point. As such maintaining a 150m clearance restriction from the moored vessels is possible (LANTEC Marine Inc., 2013). Based on the above, passing vessels waves have not been considered in the design at this stage but could be reviewed in more detail in the detailed design phase. Vessel waves from passing vessels are expected to have negligible effect on moored tankers, and their effects have not been considered Tsunamis Tsunami hazard is rated as very low for the area (Clague & Orwin, 2005). As such, Tsunami loads are not considered in design. 5.4 FOG No specific measures related to fog have been incorporated into the design of the terminal. Based on discussions with the BC Coast pilots and previous experience at Westridge, fog is not expected to have a significant impact on terminal design. 5.5 SNOW AND RAIN The following rainfall data is in accordance with Table C-2, in Appendix C of NBCC 2010, for the City of Burnaby. 15 Minutes: 10 mm One Day Rainfall (1/50): 150 mm Annual Total Precipitation: 1,850 mm The following snow and rain load data is in accordance with Table C-2, in Appendix C of NBCC 2010, for the City of Burnaby. Termpol 3.10: Site Plans and Technical Data 24

31 Ground Snow Load, Ss: 2.9 kpa Rain Load, Sr: 0.7 kpa 5.6 TEMPERATURE The following temperature data is in accordance with Table C-2, in Appendix C of NBCC 2010 for the City of Burnaby. 2.5% July Design Temp: 25 deg. C 2.5% January Design Temp: -7 deg. C 1.0% January Design Temp: -9 deg. C Degree Days below 18 deg. C: 3, ICE Burrard Inlet is not subjected to freezing, and therefore lateral ice pressure loads on the marine structures need not be considered. 5.8 SEISMIC CRITERIA The seismic accelerations for various probabilities of exceedance are in accordance to NBCC 2010 for the City of Burnaby. Table 5-1 summarize the Uniform Hazard Response Spectrum for this site [Ref 12]. A complete geotechnical assessment of the site-specific response spectrum and effects of liquefaction had not been completed and will likely be required for the site. The marine terminal will be designed for two ground motion, an Operating Basis Earthquake (OBE) and a Safe-Shutdown Earthquake (SSE). In an OBE ground motion the structure will be design to remain operational with minimal damage. In an SSE ground motion the structural design will ensure the safety of the occupants, however, will not guarantee operational function of the terminal post event. Performance Level Probability of Exceedance in 50 Years Table 5-1: Uniform Hazard Response Spectrum Probability of Annual Exceedance Spectral Response Accelerations*(5% Damping) Sa (0.2) Sa (0.5) Sa (1.0) Sa (2.0) PGA** Return Period in Years OBE 10% % 0.48g 0.32g 0.17g 0.086g 0.24g 475 SSE 2% % 0.93g 0.63g 0.32g 0.170g 0.46g 2,475 * Sa = 5% damped horizontal Spectral Response Accelerations for the periods of 0.2, 0.5, 1.0, and 2.0 seconds. ** PGA = horizontal Peak Ground Acceleration. Termpol 3.10: Site Plans and Technical Data 25

32 6. DATUM AND TIDES 6.1 UNITS OF MEASUREMENT Drawings and specifications will be in metric SI units. 6.2 PROJECT DATUM AND GRID Horizontal datum is based on NAD83 UTM Zone 10 ground level coordinates. The horizontal grid for the onshore scope is the TRANS MOUNTAIN Plant Grid. This grid will also be used for the offshore scope. The vertical datum used for the project scope is the Canadian Geodetic Datum (GD). Elevations on marine structure will be provided in both geodetic and chart datum (CD) where 0.00 m (GD) = 2.50 m (CD). 6.3 TIDES AND WATER LEVELS The tides levels in Table 6-1 are based on Chart 3494 (dated 12/18/1998) for Burrard Inlet measured at Deep Cove. An extreme still water level of 5.60 m CD should be considered for design, accounting for possible effects of storm surge. An additional 0.5 m is recommended to account for accelerated sea level rise. Tide Level Table 6-1: Tidal Data Elevation (m), (Chart Datum) Extreme Higher High Water Level (Large Tide) 5.6 Higher High Water Level (Large Tide) 5.0 Higher High Water Level (Mean Tide) 4.4 Mean Sea Level 3.1 Lower Low Water Level (Mean Tide) 1.1 Lower Low Water Level (Large Tide) 0.2 Termpol 3.10: Site Plans and Technical Data 26

33 7. DESIGN, OPERATING AND SAFETY PARAMETERS 7.1 DESIGN VESSELS The Existing Dock at Westridge has a water depth of 15m, which is sufficient to handle partly laden Aframax tankers up to approximately 13.5m draft. The new berths will be designed to handle similar partly laden Aframax vessels loaded at up to 13.5m draft. The berths are required to handle various vessel sizes ranging from barges to Aframax vessels. The details of these vessels are provided below for convenience. For more information on the vessels refer to Termpol Study 3.9, Ship Specifications. Table 7-1: Crude Oil Vessel Parameters Max Parameter Drakes Bay Oil Barge Handymax Vessel Panamax Vessel Aframax Vessel Maximum Capacity (bbl.) 4 100, , , ,000 Project Capacity (bbl.) 100, , , ,000 Project Capacity (m 3 ) 15,900 47,700 77,100 93,000 Deadweight (DWT) 17,300 50,000 75, ,000 Length Overall (m) Beam (m) Permissible Draft (m) Table 7-2: Jet Fuel Vessel Parameters Parameter Crowley 650 Handysize Vessel Handymax Vessel Capacity (bbl.) 178, , ,000 Deadweight (DWT) 27,000 20,000 50,000 Length Overall (m) Beam (m) Draft (m) UNDERKEEL CLEARANCE REQUIREMENTS The berth layouts are based on providing a minimum underkeel clearance of 15% of the largest draft. Underkeel clearance is discussed further in Termpol Study 3.6, Special Underkeel Clearance. 4 Maximum Capacity is calculated as 98% of the total tank volume. However a vessels maximum carrying capacity is based on the DWT, therefore the density of the cargo is critical in determining maximum volume. Termpol 3.10: Site Plans and Technical Data 27

34 8. DESIGN LOADS AND LOAD COMBINATIONS Preliminary design loads (such as structural, wind loads, seismic forces etc.) and load combinations for the terminal are discussed below. Additional load information relating to the derivation of berthing and mooring forces is provided in Termpol Study 3.13, Berth Procedures and Provisions. All loads are considered preliminary for planning purposes only and will be confirmed during the detailed design phase. 8.1 DEAD LOADS In general dead loads include the actual calculated weight of all permanent structures features and equipment permanently installed or expected to be present during normal operations Loading Platform Topside Structures, Equipment and Piping - as per detailed material takeoffs Access Trestle and Pipe rack Pipe Rack: Piping and conduit: Size of conduits filled w/ water Breasting Dolphins 2-Hook quick release mooring hook: Fenders (each): Gangway tower and Crane: 20 kn 95 kn 350 kn Mooring Dolphins Docking assistance display board weight: 2-Hook quick release mooring hook: 30 kn 20 kn 8.2 LIVE LOADS In addition to the minimum loads stipulated by NBCC, operational live loads shall include but not be limited to the following: Loading Platform Vehicle Loads: CL 625 Truck (Gross load, 625kN): Termpol 3.10: Site Plans and Technical Data 28

35 8.2.2 Access Trestle o 1st axle: o 2nd axle: o 3rd axle: o 4th axle (if applicable): o 5th axle (if applicable): 80 ton Mobile Crane: o Axle Load: o Gross Total Vehicle load = 4 x Axle: 50 kn 125 kn 125 kn 175 kn 150 kn (150 kn) (600 kn) o Maximum outrigger pad load over 650mm square pad: (600 kn) A dynamic allowance of 15% shall be added to the above vehicle/crane loads: Uniformly Distributed Loads: Uniform live load within open deck areas (Not to be combined with vehicular loads): 10 kpa Uniform live load within topsides/piping areas, in addition to process area column loads 5 kpa Pipe Rack Walkways: Uniform live load within walkway areas: Roadway: 1.5 kpa CL 625 Truck (Gross load, 625kN): o 1st axle: o 2nd axle: o 3rd axle: o 4th axle (if applicable): o 5th axle (if applicable): 80 ton Mobile Crane: o Axle Load: o Gross Total Vehicle load = 4 x Axle: o Maximum outrigger pad load: 50 kn 125 kn 125 kn 175 kn 150 kn (150 kn) (600 kn) No outrigger loads A dynamic allowance of 15% shall be added to the above vehicle/crane loads: Uniform live load within roadway areas (Not to be combined with vehicular loads): 10 kpa Termpol 3.10: Site Plans and Technical Data 29

36 8.2.3 Breasting and Mooring Dolphins Uniform live load: 5 kpa Catwalks, Gangways and Tug Berth Uniform live load: 2.5 kpa 8.3 ENVIRONMENTAL LOADS Wind Loads The design wind criteria are provided in Section 5. Wind loading on the design vessels for the determination of mooring loads on the marine structures shall be considered for both operating conditions and for extreme conditions. For the purposes of determining the design wind speed, the values given in Section 5 have been corrected to an elevation of 10m above the water surface. Since the available wind data is for over-water conditions already, no conversion from over-land conditions is required. The marine structures shall also be designed for a 100-year return period wind reference velocity pressure applied directly to the structures and topside equipment in accordance with the NBCC with the following wind load importance factor: IW = 1.15 (High) (ULS) IW = 0.75 (SLS) Extreme Condition - 1/100yr wind pressure of 0.53kPa pressure translates to 28.6m/s (55.6knots), representing 3-sec gusts. Wind to be considered omni-directional Wave Loads Wave loading on the design vessels for the determination of mooring loads on the marine structures shall be based on the significant wave height Hs for a 25-year return period. However, for the purpose of this study, the 100yr return wind generated wave shall be used, which is a conservative assumption. Wave loading applied directly on the marine structures shall be based on the 100yr return wind generated wave. Wave forces on pile structures shall be determined by application of the Morison equation to a suitable wave theory. The drag and inertia coefficients for circular piles shall be as follows (API RP2A): Smooth a. CD: 0.65 b. CM: 1.6 Termpol 3.10: Site Plans and Technical Data 30

37 Rough a. CD: 1.05 b. CM: 1.2 The drag and inertia coefficients for other structural components such as pilecaps: CD: 1.4 (CSA-S6-06) CM: Current Loads Current forces applied directly to the marine structures shall be based on the design current velocity, direction, and the drag coefficient as provided in Section Marine Growth The marine structures shall be designed to accommodate the forces associated with the accumulation of marine growth below the waterline as well as corrosive effects (e.g. accelerated low water corrosion) cause by biological effects Snow and Rain Loads The design snow and rain criteria are provided in section 5. The following snow load importance factors from NBCC: IS = 1.15 (High) (ULS) IS = 0.9 (SLS) Temperature Loads The design temperature criteria are provided in Section 5. The marine structures shall be designed to accommodate the forces and effects of thermal expansion and contraction of pipelines, equipment, and structural elements Seismic Loads The design seismic criteria are provided in Section 5. The seismic loads shall be applied as per the NBCC with the following earthquake importance factor: IE = 1.0 (Importance factor is taken as 1.0 since the risk is accounted for in the earthquake return period and performance criteria) Earth Fill and Hydrostatic Pressures Loads The pile-supported marine structure will included buoyancy loads in determining uplift and overturning load combinations. The horizontal hydrostatic pressure will be considered on the trestle abutment. Termpol 3.10: Site Plans and Technical Data 31

38 8.4 MOORING LOADS A preliminary mooring analysis was performed on the Aframax size design vessel to determine the maximum fender reaction forces and mooring line tensions for operational and extreme design conditions. Based on the recommendations provided in the Mooring Equipment Guidelines by OCIMF, loads in any one mooring line should not exceed 55% of its Minimum Breaking Load (MBL). For the largest design ship, i.e. Aframax, a wire line with a typical MBL of 83 t was considered. The operational load condition can be used to determine vessel movements at the berth and establish limiting criteria for vessel operations. The extreme load condition will typically govern the structural design of the dolphins. For the purposes of determining the design wind speed, the values given in Section 8.1 have been corrected to an elevation of 10m above the water surface. Since the available wind data is for over-water conditions already, no conversion from over-land conditions is required. Also, since the basic metocean wind data is in the form of hourly wind speeds, it shall be converted to 30-second duration wind speeds for the purposes of the mooring analysis Mooring Load on Breasting Dolphins The breasting dolphins shall be designed for spring line loading under operational conditions and extreme conditions, as summarized below. A maximum of two lines are considered per dolphin. Table 8-1: Mooring Line Loads Breasting Dolphins Quick Release Hook Assembly Operational Load Condition Extreme Load Condition Maximum of Service Loads: Maximum of Factored Loads: Double Quick Release Mooring Hooks a) b) 2.1 x Winch Brake Holding Capacity = 105 tons Mooring Analysis ( 1/5 year wind) 33 knot hourly sustained wind a) b) 1.0 x F d * = 174 tons 1.5 x Mooring Analysis 1/25 year wind * F d = 1.2 x MBL x [1+(n-1)x0.75] as per MOTEMS guidelines. Where: MBL = Minimum Breaking Load of each mooring line. For preliminary engineering assume MBL = 83 tonnes. n = Number of hooks on the dolphin (2). In addition to the spring line hook mooring loads, the breasting dolphins shall be designed to resist the reactions on the fenders for both operational and extreme conditions, plus the berthing loads. Termpol 3.10: Site Plans and Technical Data 32

39 Vertical and longitudinal fender shear forces shall be considered for the mooring reaction loads on the fenders. The friction coefficient is given in Table 8-3 for the fender face/ship hull interface Mooring Load on Mooring Dolphins The mooring dolphins shall also be designed for mooring line loading under operational conditions and extreme conditions, as summarized in Table 8-2 below. A maximum of two lines are considered per dolphin. Table 8-2: Mooring Line Loads Mooring Dolphins Quick Release Hook Assembly Operational Load Condition Extreme Load Condition Double Quick Release Mooring Hooks a) b) Maximum of Service Loads: 2 x Winch Brake Holding Capacity = 100 tonne Mooring Analysis ( 1/5 year wind) 33 knot hourly sustained wind a) b) Maximum of Factored Loads: 1.0 x F d * = 174 tonne 1.5 x Mooring Analysis 1/25 year wind * F d = 1.2 x MBL x [1+(n-1)x0.75] as per MOTEMS guidelines. Where: MBL = Minim0um Breaking Load of each mooring line. For preliminary engineering assume MBL = 83 tonnes. n = Number of hooks on the dolphin (2). 8.5 BERTHING LOADS Berthing forces shall be calculated in accordance with the recommendations of PIANC (2002) for the project maximum and minimum design vessels as given in section 7. Table 8-3: Design Vessel Data and Berthing Energy Parameters Parameter Design Vessel Dead Weight Tonnage (t) DWT = 120,000 Overall Length L OA = 250 Beam (m) B = 44 Laden Draft (m) D = 15.5 Berthing Displacement Tonnage (t) DT = 140,000 Impact Velocity (m/s) V n = 0.11 Maximum Berthing Angle (Degrees) α = 6 Hull-Fender Contact Point 1/4 Point Eccentricity Coefficient C E = 0.5 Virtual Mass Factor C m C m = 1.75 Softness Factor C S = 1.0 Berth Configuration Factor C C = 1.0 Abnormal Impact Factor (PIANC ) C AB = 1.1 Friction Coeff. (Fender face to ship) μ = 0.25 Maximum Hull Pressure (kn/m 2 ) P = 150 Termpol 3.10: Site Plans and Technical Data 33

40 The fender units shall have an energy absorption capacity greater than the energy demand for abnormal berthing conditions. Allowance shall be made for the following during fender selection: Reduction in fender energy capacity due to manufacturing tolerances; Reduction in fender energy capacity due to temperature effects based on the 2.5% maximum design temperature for Westridge in accordance with the temperature influence factors from PIANC; and, Velocity and deceleration impact factors. To determine the design berthing force, the following allowances shall be made to modify the rated reaction of the selected fender system: Increase in fender reaction force due to manufacturing tolerances; Angular correction factors; and, Increase in fender reaction force due to temperature effects based on the 1% minimum design temperature for Westridge in accordance with the temperature influence factors from PIANC. The design berthing force shall be taken as the maximum un-factored force to be applied to the berthing dolphins. This force shall be factored in accordance with the selected design code for design of the berthing dolphin structures. Vertical and longitudinal fender shear forces shall also be considered. For the purposes of preliminary design, a friction coefficient of 25% was assumed at the fender face/ship hull interface. The friction coefficient shall be confirmed upon selection of the fender system. 8.6 LOAD FACTORS AND COMBINATIONS The limit states load factors and combinations from the UFC Code ( ) (U.S. Army CORPS of Engineers, 2005) form the basis for the design of the marine structures as given in the tables below. Termpol 3.10: Site Plans and Technical Data 34

41 Table 8-4: Load Combinations for Berthing Dolphins (Berthing Conditions) Load Type / Case Load Combination LSD Design of Structural Elements* 2(b) Berthing Conditions 5(e) Dead Load Buoyancy Load Live Load/ Snow load Current Load on structure (extreme) Wave Load on structure (extreme) Wind Load on structure (extreme) Temperature Load Ice Accretion Load Earthquake Load (Contingency Level) - - Berthing Load (Abnormal) Mooring Load (Operational) - - * Load combination designations represent equivalent UFC Load Combinations Termpol 3.10: Site Plans and Technical Data 35

42 Table 8-5: Load Combinations for Berthing and Mooring Dolphins (Mooring Conditions) Load Type / Case Load Combination LSD Design of Structural Elements* (a) (b) e) f) (g) (h) 5 Extreme Moor 1 7 Extreme Moor 2 Mooring Conditions Dead Load** k k Buoyancy Load Live Load / Snow Load Current Load on structure (Extreme) Wave Load on structure (Extreme) Wind Load on structure (Extreme) Temperature Load Ice Accretion Load Earthquake Load (Contingency Level) Berthing Load (Abnormal) Mooring Load (Operational) Mooring Load (Extreme) * Load combination designations represent equivalent UFC Load Combinations Termpol 3.10: Site Plans and Technical Data 36

43 Table 8-6: Load Combinations for Loading Platform/Trestle (Vacant Conditions) Load Type / Case Load Combination LSD Design of Structural Elements* (a) (b) (d) (e) (f) (g) (h) Vacant Conditions (No Berthing, No Mooring) Dead Load** k k Buoyancy Load Live/Snow Load (uniform) Live Load (Truck/Lane load on deck) Live Load (Crane) (operating/outrigger loads) Pipe Rack Live Loads Current Load on structure (Extreme) Wave Load on structure (Extreme) Wind Load on structure (Extreme) Temperature Load Ice Accretion Load Earthquake Load (Contingency Level) * Load combination designations represent equivalent UFC Load Combinations **k = 0.5 x PGA Termpol 3.10: Site Plans and Technical Data 37

44 9. CODES, STANDARDS AND DESIGN GUIDELINES There are currently no legally-mandated Canadian design codes intended specifically for the design of marine structures in general or crude and product terminals specifically. There are however internationally accepted standards of professional practice in the maritime industry, which draw upon on a combination of codes developed for other jurisdictions, published guidelines and engineering judgment. The preliminary design of the facilities conforms to the most current version of the following codes and standards: 9.1 MARINE FACILITIES PLANNING AND DESIGN 9.2 NAVIGATION British Standards Institution (BSI): British Standard Code of Practice for Marine Structures Part 1-6. BS California State Land Commission, Marine Oil Terminal Engineering and Maintenance Standards (MOTEMS). ISGOTT International Safety Guide for Oil Tankers and Terminals. IMO International Maritime Organization International Ship and Port Facility Security Code (ISPS Code). OCIMF 20: (Oil Companies International Marine Forum): Mooring Equipment Guidelines. OCIMF 24: Prediction of Wind and Current Loads on VLCC s. Permanent International Association of Navigation Congresses (PIANC): Guidelines for the Design of Fender Systems (2002). Transport Canada Termpol Review Process. US Army Corps of Engineers, Coastal Engineering Manual. International Association of Lighthouse Authorities (IALA) Aids to Navigation Guide (Navguide) 4th edition. IALA 1023 Guideline for the Design of Leading Lines. IALA E-112 Recommendations for Leading Lights. IALA E on Marine Signal Lights Calculation, Definition and Notation of Luminous Range. PIANC: Approach Channels A Guide for Design. PIANC: Big tankers and their reception (data-fairways-berths), Supplement to Bulletin No. 16). PIANC: PTC2 WG04 Dangerous Goods in Ports: Recommendations for Port: 1985 Designers and Port Operators, (Supplement to Bulletin No. 49). PIANC: PTC2 WG05 Underkeel Clearance for Large Ships in Maritime Fairways with Hard Bottom. Termpol 3.10: Site Plans and Technical Data 38

45 9.3 STRUCTURAL DESIGN American Petroleum Association (API), RP2A, Recommended Practice for Planning, Designing, and Constructing Fixed Offshore Platforms. Canadian Institute of Steel Construction (CISC) Handbook of Steel Construction. Cement Association of Canada Concrete Design Handbook. Canadian Standards Association CSA A23.1: Concrete Materials and Methods of Concrete Construction. CSA A23.2: Methods of Test and Standard Practices of Concrete. CSA A23.3: Design of Concrete Structures. CSA A23.4: Precast Concrete Materials and Construction. CSA S6: Canadian Highway Bridge Design Code (CHBDC). CSA S16: Limit States Design of Steel Structures. CSA W47.1 Certification of Companies for Fusion Welding of Steel Structures. CSA W59: Welded Steel Construction (Metal Arc Welding). National Building Code of Canada (NBCC). NFPA 307 Standards for the Construction and Fire Protection of Marine Terminals, Piers, and Wharves. National Association of Corrosion Engineers (NACE), SP (formerly RP0176), Corrosion Control of Submerged Areas of Permanently Installed Steel Offshore Structures Associated with Petroleum Production. 9.4 MATERIALS STANDARDS Materials to be used in the design shall conform to applicable CSA and ASTM specifications. Specific material standards shall be identified in the project Technical Specifications. Termpol 3.10: Site Plans and Technical Data 39

46 10. DESIGN FLOW RATES AND PRODUCT CHARACTERISTICS Design flow rates are calculated from the vessel size and average gross loading rate. These flow rates are approximately 700,000 barrels per day (bpd) for tankers and 500,000 bpd for barges. Variety of different crude oil products will be exported and jet fuel imported. Termpol 3.10: Site Plans and Technical Data 40

47 11. FIRE PROTECTION SYSTEM OPERATING PARAMETERS Fire hydrants and monitors will be located on the berth structures and throughout the site as detailed in Termpol Study 3.11, Cargo Transfer and Transshipment Systems. Termpol 3.10: Site Plans and Technical Data 41

48 12. ELECTRICAL POWER AND LIGHTING REQUIREMENTS Lighting will be provided on the terminal so all operations can be conducted during darkness. The illumination of all marine structures will be in compliance with the Canadian Labour Code as follows: The lighting for the vehicle trestle, catwalks, and service areas shall be 15 lux (minimum average maintained) with an average to minimum uniformity of 3/1; The lighting on the breasting and mooring dolphins shall be 75 lux (minimum average maintained) with an average to minimum uniformity of 3/1; Lighting fixtures shall be selected to keep light pollution and glare to a minimum; LED lighting type is preferred due to low energy cost, low maintenance requirements, low service life costs, good performance under vibration, and low glare; Illumination of the trestle shall be accomplished with LED floodlight type luminaries; The lighting poles shall be installed on the north side of the dolphins so they will not obstruct the handling of the mooring lines. The LED lamps and floodlights shall be connected on different circuits to allow them to be controlled independently. This will help reduce the glare during the night manoeuvres and provide a safe lighting level for operational personnel; All the luminaries shall be controlled remotely through a computer from the operator room and Hand-Off-Automatic switches for each group of lights will be installed on the exterior wall of the jetty operator room; and The final location of lighting poles shall be adjusted in the detailed design to provide operational flexibility and lighting efficiency. Subject to requirements for safe operation and regulations lighting will designed to minimize effects on the adjacent neighbourhoods where possible. Termpol 3.10: Site Plans and Technical Data 42

49 13. TERMINAL IDENTIFICATION AND OBSTRUCTION LIGHTING The proposed Westridge terminal will be lit to provide a safe working environment and will likely have a lower level of security/safety lighting when the terminal is not operational. Navigation marker lights shall be designed in accordance with IALA standards. Lights shall be mounted on the outer east and west vertical face of the dolphin pilecaps where they will be visible but not interfere with mooring line deployment. The location, color and intensity for these navigation lights shall be confirmed with Pacific Pilotage Authority and Transport Canada. Termpol 3.10: Site Plans and Technical Data 43

50 14. CONTROL AND INSTRUMENTATION 14.1 TERMINAL CONTROL AND MONITORING SYSTEMS The control system for the new facilities will be integrated with existing Westridge Marine Terminal control system and will comply with existing control philosophies. The majority of operational functions will be able to be controlled from the primary or secondary control centres and from local human machine interfaces (HMIs) at the Terminal. New control panels housing remote input/output (I/O) racks will be provided in each of the new ESBs. The uninterruptible power supply (UPS) will provide power to the new remote I/O racks. Additional human machine interfaces (HMIs) will be added as required. Upgrading and reconfiguration of the existing HMIs will be performed, as necessary, to incorporate status, analog information, and control of the additional tanks, piping, valves, alarms, equipment, process data, and trends. Where possible, tank and meter display screens will be the same as currently in use. The metering system will be controlled by flow computers and a PLC, consistent with those currently in service. Control and shutdown functions for the protection of equipment and systems will be installed at the equipment and will be independent of inputs from SCADA 5 or operation of the SCADA system. The operating limits and protective device settings document will be updated to include settings and functionality for all new equipment. The location and complete functionality of the local control and operation room will be determined during the detail design of the terminal. The controls will be integrated with the overall plant and pipeline operations and to some extent some features will be determined by owner/operator preference. Some operational features are better controlled by operators who are in reasonable proximity to the berth and can observe loading operations directly, from a distance that is close enough to directly see the needed operations but far enough away to avoid most personnel risks in the event of a fire or other emergency occurring at the berth. Some of the jetty operations to be considered include: Operation and monitoring of the cargo loading arms; Operations and monitoring of VECS; Operation of the vessel gangway; Monitoring of metocean conditions (winds, waves, currents, tides); 5 SCADA (supervisory control and data acquisition) is a type of computer controlled industrial control system that monitors and controls industrial processes. Termpol 3.10: Site Plans and Technical Data 44

51 Monitoring of vessel mooring line tensions and remote release consoles; and Monitoring of the cargo transfer process including operation and control of cargo flow by opening/shutting/adjusting line valves remotely. Monitoring the valves and flow rate to given parameters. Monitor and control of the VECS. Ability to affect normal and emergency shutdown procedures for the entire or part system. CCTV to monitor the entire terminal area including the jetties, access-ways/ladders, vessels decks and to some extent to seaward of the dock face LEAK DETECTION SYSTEM The Westridge Terminal will use a real time computer program for leak detection integrated to the overall pipeline control system (SCADA). The program will meet the current code requirements of the National Energy Board s OPR-1999 and CSA Z Annex E. The program resides on dedicated high capacity servers. The graphics and other displays will be displayed on a separate computer monitor at the control centre in the terminal and in Edmonton. Full program models will also be running at the back-up site with all workstations fitted for remote access by support personnel. Alarm thresholds will be optimized during the tuning period of the new system and be set as low as possible without creating nuisance alarms, which would erode system credibility. Termpol 3.10: Site Plans and Technical Data 45

52 15. WASTE MANAGEMENT PLAN 15.1 WASTE WATER The proposed terminal will handle onsite wastewater to ensure contaminants do not enter or harm the surrounding environment. Detail wastewater management systems and operational plan will be developed during the detailed design of the terminal and onshore equipment. Water collected from process areas shall be processed using suitable remediation equipment and methods SOLID WASTE Solid waste will be handled and dealt with appropriately to ensure the surrounding marine and upland environment is protected. Detail solid waste infrastructure and operational systems will be developed during the detailed design of the terminal and onshore equipment. It is expected that in many cases solid waste will be removed offsite and processed in a manner appropriate to the type of waste. Termpol 3.10: Site Plans and Technical Data 46

53 16. POLLUTION PREVENTION SYSTEMS AND EQUIPMENT Various pollution prevention systems and equipment will be used at the terminal to prevent system leaks and allow for the containment, isolation and recovery of any hydrocarbons that may be released. These systems will be described in detail in Termpol Studies 3.17 and 3.18, Terminal Operations Manual and Contingency Planning respectively. Both studies shall be available a minimum of six (6) months in advance of commissioning of the expanded facility. Termpol 3.10: Site Plans and Technical Data 47

54 17. OPERATIONAL SAFETY PROCEDURES AND FACILITIES Westridge operational policies, practices and activities will give the highest priority to safety and stewardship of the natural environment. Preventative maintenance will be performed along with regularly scheduled safety and security inspections. The Operation and Maintenance Manuals will contain policies and procedures to address: Terminal berthing; Terminal loading & unloading; Dock maintenance; Tanker acceptance; Product safety specifications; Fire protection; and, Security. Vessels will be required to follow procedures as recommended in the latest version of the International Safety Guide for Oil Tankers and Terminals (ISGOTT), and in accordance with Oil Companies International Marine Forum (OCIMF)) guidelines. Termpol 3.10: Site Plans and Technical Data 48

55 18. INTENDED BERTHING STRATEGY The berthing strategy in terms of the tanker s approach and departure from the terminal berth is critical since this will determine the requirements for tug assistance, mooring assistance, and the maximum allowable berthing velocity. The detailed description of the berthing strategy is reported in Termpol Study 3.13, Berth Procedures and Provisions. This will be further reviewed during real time simulation exercises with the Pacific Pilotage Authority and the BC Coast Pilots. Termpol 3.10: Site Plans and Technical Data 49

56 19. REFERENCES Clague, J. J., & Orwin, J. (2005). Tsunami Hazard to North and West Vancouver. North Shore: NSEMO. EBA. (2011A). Westridge Marine Terminal 2013 Interm Meteorological Report. Vancouver. EBA. (2011B). Oceanographic Observations at Trans Mountain's Westridge Marine Terminal. Vancouver. LANTEC Marine Inc. (2013). Summary Report of Manoeuvring Assessment Westrdige Terminals Vancouver Expansion. Vancovuer: LANTEC Marine Inc. U.S. Army CORPS of Engineers. (2005, July 28). Unified Facilites Criteria Design: Piers and Wharves. Retrieved October 25, 2013, from Whole Building Design Guide: Termpol 3.10: Site Plans and Technical Data 50

57 APPENDIX A: MARINE TERMINAL DRAWINGS Termpol 3.10: Site Plans and Technical Data 51

58 REFERENCES: 1. HYDROGRAPHIC CHART No WESTRIDGE TERMINAL SITE PLAN WT00-GA1001. TMEP WESTRIDGE TERMINAL OPTION D11 SITE PLAN

59 TMEP WESTRIDGE TERMINAL OPTION D11 GENERAL ARRANGEMENT