Postal Code V5K 5J7 Fax

Transcription

1 PORTMETRO -. - vancouver Project Review Application Form In format/on supplied in this application may be made public during consultation with adjacent municipalities, First Nations groups and other interested parties, as well as to other members of the public through the Access to In formation Act. Please advise PMV of any commercially or financially sensitive information which you do not want provided to third parties. APPLIcANT or CONSULTANT of acidleo.nal applicants or consants below Company Viterra Inc. No. & Street 3333 New Brighton Rd. City Vancouver, BC Contact Peter A. Idema Title Manager, Terminal Engineering Phone Postal Code V5K 5J7 peter.idema@viterra.com Fax TENANT (if different from above) Tenant File Number VANO F-12 Company Viterra Inc. No. & Street 1803 Stewart St. City Vancouver, BC Postal Code V5L 5G1 PROJECT XNFÔRMATION Contact Title Phone Location/Address/Legal Description City 1803 Stewart St. - VPA Lease Plan 3-B-45C Vancouver, BC Project Description Summary (attach detailed description and rationale as necessary) Project involves the construction of a new 2800mtph ship loading system on Lapointe Pier capable of loading post panamax vessels up to 38m beam. The ship loading system will be capable of 180m travel and be fed with a new yard belt complete with cover belt system. Project will see a new marine berth constructed to support up to 245m LOA vessel operation. The proposed ship loader will utilize a Cleveland Cascades dust control cute for handling pulse crops and provide the optimum in control of fugitive dust emissions. Operating length of the spout will be I 9m. A full detailed description of the project is attached. Floor Area Height of proposed structure(s) 25m Describe in-water works if any Not Applicable Fax Required utility connections: LI power LI gas LI water LI sanitary LI storm Presently on site: power LI gas water Iii sanitary LI storm Modifications required: power LI gas water sanitary LI storm Other required approvals Metro Vancouver AQP to be updated Approx. construction value Proposed start date Proposed completion date $45,700,000 May 4th, 2015 June 30th, 2016

2 PROJECT ENVIRONMENTAL IMPLICATIONS Include in-water works, discharges to land or water by pipe or surface run-off, potential leachates, soil contamination potential, air emissions, habitat impacts, etc Attach a detailed descnption including drawings and plans, as well as proposed mitigation as appropriate Will the proposal involve off-site impacts (e.g. traffic, noise, views, glare, dust)? LI yes Comments: no Does the proposal affect any known historical or archaeological feature? LI yes no Comments: Does the proposal involve fill? If yes, please specify: LI yes no Length (m) Width (m) Volume (m3) Does the proposal involve dredging? LI yes no If yes, please complete a dredging application form. PROPERTY INFORMATION Do you have an existing lease/licence/easement with Port Metro Vancouver for III yes LI no the property or wate riot? If yes to the above, is the proposal permitted under the terms and conditions of your agreement? Comments: II yes LI no Is the proposal entirely within your leasehold area? If not, what arrangements III yes LI no have you made with Port Metro Vancouver or other landowners? For in-water works, are you or Port Metro Vancouver the upland owner? yes LI no If no, please attach letter of consent from upland owner.

3 I/we certify that I/we have reached the age of majority and the information provided in this application and supporting documentation is correct to the best of my/our knowledge. ApplicantD Name etera. Idema P.Eng Name Title Manager, Terminal Engineering Tenant (when not applicant): Title Date April 9th, 2014 Date Signature This signature signifies the applicant may act on my behalf during the course of the permit review process Application fee submitted: $ 525 Documentation deposit submitted: $ 10,000 See page 16 in Project Review Guide See page 16 in Project Review Guide Please send all completed applications to: Port Metro Vancouver Planning and Development Department 100 The Pointe, 999 Canada Place Vancouver, BC Canada V6C 3T4 Applications for Environmental EAP review will be redirected to the appropriate department.

4 *WERRA PACIFIC TERMINAL - Shipping System Upgrade PROJECT SUMMARY APPLICATION This request for a Port Metro Vancouver Project Permit is to cover the installation of a new ship loading system at Viterra s Pacific Terminal. The new ship loading system will be constructed at an existing dock facility located on the Lapointe Pier side of the facility as shown below. LAPOINTE PIER PACI JETTY Existing Ship Loading Operation New Ship Loading Operation PACIFIC TERMINAL STORAGE BUILDINGS Revised Apr. 8th

5 BACKGROUND Pacific Terminal has been operating in the Port of Vancouver since Under the ownership of Federal Grain it was merged with the assets of the original National Harbours Board Terminal Elevator No. 1 in Historically shipping galleries were located on both sides of the Pacific basin, though only the gallery on the PACI Jetty side of the facility survives to this day. The original depth of the Pacific basin was I 0.7m below Low Water. As part of improvements completed in the segment of the basin adjacent to the PACI Jetty was dredged to accomplish Panamax depth of I 3.7m below Low Water. In 1998 a Special Commodities Soft Handling Ship Loading System was installed on Lapointe Pier in the direct area of the current ship loading system proposal with the ultimate goal of deepening this side of the basin to Panamax depth. However as the system did not work satisfactorily it was decommissioned in 2002 with the actual ship loader and yard belt being demolished in The east side of Lapointe Pier has not been operated as an active ship loading berth since 2002, however has been used on various occasions for discharge or repair of vessels. Through a series of ownership structures since 1967, the facility was acquired in whole by Viterra in Originally designed as a wheat/durum handling facility, in recent years the terminal has been converted to a specialty crop handling facility specializing in the handling of canola, peas, lentils, soybeans and corn. As part of an expanding agricultural export market Viterra is modernizing the facility to increase its capacity for up to 6,000,000mt per annum. To accomplish this objective and to resolve satisfactorily the ongoing nuisance fugitive dust emission issue, Viterra requires upgrading its shipping system. This project will provide a new shipping facility along Lapointe Pier. The project however will require the resetting of the berthing line by moving it 20 meters east to accommodate new marine structures required for this project. This will reduce the width of the basin from 91 m to 71 m. A separate related Dredging Permit application was submitted to Environment Canada for a Disposal at Sea Permit and for Port Metro Vancouver Project Permit in Dec This phase was submitted in anticipation of this current Project Permit Application moving to construction in This dredging will enlarge the existing Panamax depth basin adjacent to the PACI Jetty Ship Loading Facility to cover the required basin area in the location of the new shipping system. The enlarged m basin will significantly improve vessel berthing and sailing safety as it will provide more effective deep water for the maneuvering of vessels within the basin without depth restriction. SHIPPING SYSTEM The existing three (3) belt 45ostph system running through the shipping cross gallery to PACI Jetty will be replaced by a new two (2) belt l400mtph cross gallery conveyor system located in the existing PAC1 and PAC2 infrastructure. These conveyors will discharge to a new Transfer Tower to feed the new Ship Loading System. The system will be comprised of a new 72 wide yard belt system capable of conveying up to 2800mtph of material. The yard belt will discharge to a travelling linear ship loader via a tripper system. This ship loader will be equipped with a Cleveland Cascade loading chute to deposit material into the vessel holds with the minimum of fugitive dust disturbance. The new ship loader will be a linear shuttling loader with two (2) basic motions, traverse and shuttle. There will be no luffing or slewing motion associated with the loader equipment. The only additional motions on the loader will be associated with the spout controls spout up/down and spoon rotation (when installed). All operations of the loader will be via deck operated radio control. The boom conveyor belt will be 84 wide. A key operational feature of the new ship loading system will be its ability to operate effectively from geared handy size vessels to post panamax vessels up to 38m beam with full hatch coverage. Revised Apr. 8th

6 ADDITIONAL FACILITIES Stevedore Facility A permanent single story stevedoring washroom/lunchroom facility expected to be approximately 28sq.m. (300sq.ft) will be constructed of masonry block construction at the north end of the existing lease boundary. This facility will be installed with electrical, water and sewer connections. Weather Station A permanent weather station will be installed to support weather logging and wind safety parameters for the ship loader operation in addition to supplying data for regulatory requirements. MARINE STRUCTURES The proposed marine structures will be composed of a front pile supported rail system with a minimum of three (3) integrated open cell fender dolphins. In addition separate north and south mooring dolphins will be constructed. Access to the accommodation section of the vessel will be via the north fender unit as all vessels will be moored with as a starboard landing with the accommodation section placed at the north end of the pier. An extensive support platform system will be installed to accommodate the operation of the vessel accommodation gangway. The berth and ship loading system are designed that the vessel will be placed alongside in a manner that the accommodation sections are always located in the same area of the berth, leaving the aft coaming of the last hatch at the north end of travel for the ship loader. Mooring and Fender Systems will be designed to the following codes of practice: ROM : Actions in the Design of Maritime and Harbor Works BS : 2013 Maritime Works: General Code of Practice for Materials BS6349: Part 2: 2010 Code of Practice for Design of Quay walls, Jetties and Dolphins BS6349: Part 4: 1994 Code of Practice for Design of Fendering and Mooring Systems PIANC 2002: Guidelines for the Design of Fender Systems: Marcom Report of WG33 DUST CONTROL IMPROVEMENTS The existing ship loading facility at Pacific Terminal is comprised of seven (7) marine spouts operating from a traditional shipping gallery. The current gallery was re-constructed in In addition spout alterations on three (3) spouts were completed in to increase reach over the hatch. Typical of most of the facilities in the grain export trade this system was the design of choice and is currently still deployed at three of the five major grain terminals in the Port of Vancouver. The reasons for this design are both routed in practicality as the industry had traditionally operated with smaller vessels and the system provided maximum flexibility to load vessels quickly and effectively. This was however in an era where vessels were predominately handy size or small panamax s. The advent of full Panamax size vessels began in the early 1970 s and only became significant in the trade starting in the 1980 s. However starting in the 1980 s and continuing throughout the last two decades average vessel sizes specifically length have been on a continuous increase. This pattern has accelerated since the fuel cost crisis of In addition as bulk vessel fleets adjust to the post panamax era an increasing amount of vessels are being designed for beam dimensions in excess of the traditional 32m panama beam maximum. This results in greater challenges to the effective loading of vessels with the current marine spout design. These challenges have become limiting in both productivity and exposure to fugitive dust emissions. A consequence of these issues combined with a shift in products handled at Pacific Terminal has made fugitive dust control a significant challenge and though specific procedures are currently in place to manage this process, even slight shifts in product quality or environmental conditions can result in nuisance events. The modernization of the ship loading system at Pacific Terminal presents an opportunity to address many of these issues. The ship loader design will utilize a Cleveland Cascade chute system for the loading of pulse crops such as peas, lentils and soybeans. The Cleveland Cascade system is acknowledged as one of the most effective methods of loading dry low moisture materials effectively with minimum dust in large vertical drop scenarios as required in ship, barge or truck loading applications. The principle of operation is relatively simple by limiting the velocity of the falling material by cascading it downwards through the chute. This provides highly effective fugitive dust control. Revised Apr

7 Currently within the Port of Vancouver both Kinder Morgan for agricultural and concentrates loading and Neptune Terminals for potash loading operate Cleveland Cascade chutes within their operations. In addition Viterra utilizes the Cleveland Cascade chute for its Outer Harbour grain facility in Adelaide, South Australia. Cleveland Cascades ship loading spouts are acknowledged as an extremely effective and reliable dust control approach for handling dry bulk materials and are used throughout the world in this type of application. First developed in 1992 it is the choice of many high fugitive dust risk facilities. EXAMPLE: Cleveland Cascade Chute for Sulphur Handling in Europe VIEW IMPACT As the new ship loading system is located directly north of the existing storage buildings no significant negative view impact is expected for this project. Demolition of the PAC1 Jetty Gallery will enhance view lines from Wall St. LIGHTING IMPACT Lighting will be designed to provide maximum lighting for actual ship loading operations by directed lighting over the vessel from the Ship Loader. Yard lighting will be provided along the Gallery and Gangway area. Service lighting will be provided along the conveyors, access stairs and main equipment areas including Transfer and Drive Towers. All lighting will utilize LED technology and have automatic daytime shut-off features. There will be no anticipated lighting impact to the surrounding community. Revised Apr. 8th

8 LAPOINTE PIER The proposed project will utilize the existing Lapointe Pier infrastructure to support the back ship loader rail gallery and yard conveyor system. Lapointe Pier is an earth filled cofferdam constructed of concrete faced timber crib caissons as the enclosing element. The original timber cribs were installed in 1926 and the pier was extended northwards in 1947 with additional and larger Timber Cribs. The cribs are technically deemed Authority Property with ownership retained by Port Metro Vancouver (PMV). Pacific Terminal however has been responsible for their maintenance and condition under the lease since the mid 1990 s. A key aspect of the use of Lapointe Pier is based on its previous use in the late 1990 s to support a previous ship loading system. A rail infrastructure was constructed at that time to support a travelling 270mt soft loader system. Though the technology provided to be faulty and the operation was discontinued in 2002, a significant enlargement of the crib coping wall was constructed that was continuous in its design to act as a large support beam. It is the structural capacity of this coping wall and associated civil structures that will be leveraged into the design of the yard conveyor and back rail support system for the new ship loader. Traditional inspections of the timber crib structure have always identified gradient differences in hydrostatic pressure in the cribs during a falling tide as the most significant issue in their design. Under this project that issue will be addressed to insure that the gradient is managed consistent with their design. Based on previous work with the timber cribs at PAC1 Jetty a preliminary cost estimate has been prepared to complete appropriate risk management repairs to Lapointe Pier as part of the overall project and ultimately satisfy PMV in the permitting process that appropriate rehabilitation has been implemented. A specific timber crib remediation plan will be developed to address some of the specific concerns with their future performance. DEMOLITIONS Two (2) main demolitions are required within the project. The first is required to facilitate construction. The second is the demolition of the existing shipping facilities. LAPOINTE PIER WASHROOM DEMOLITION At the start of the project a washroom/lunchroom of brick construction originally part of the original Sacking Shed located on Lapointe Pier (removed in 1992) will be demolished to provide access for construction as well as provide clearance for the installation of the new yard conveyor. PACI JETTY SHIPPING GALLERY DEMOLITION PACI Jetty is a multi-function segment of infrastructure serving three main purposes, a ship berth, a rail storage area and structural support for the shipping galleries and marine loading spouts. At the completion of the submitted project after the new ship loading system has been fully commissioned the existing PACI Shipping Gallery including all Galleries and structures back to the PACI Workhouse will be demolished. This work will involve a reversal of its erection process were the individual gallery elements will be lifted to barge for disposal off-site. Environmental issues associated with this demolition include the presence of asbestos in the existing gallery cladding. Demolition is required to significantly reduce the seismic risk that the gallery structure currently presents immediately over the PAC1 rail jetty as well as limit loads passed to existing timber cribs and caissons. As the ship berth function will also disappear the PACI Jetty will remain functional only as a rail service jetty for railcar receiving operations. Revised Apr. 8th

9 PROJECT CONSTRUCTION EXECUTION The project is structured as five (5) principle contracts: Design-Build for Ship Loading System and Materials Handling Systems This portion of the project will be awarded EMS-Tech Inc. out of Belleville, ON. EMS-Tech has previously supplied a concentrate ship loading system for Kinder-Morgan and recently completed the supply of the new Stacker-Reclaimer for Neptune Terminals. For the purpose of filing for a Building Permit this contract will file a separate Schedule A prepared by EMS- Tech as the Coordinating Engineer of Record. Design-Build for Marine Structures This portion of the project will be awarded to Vancouver Pile Driving out of North Vancouver, BC. For the purpose of filing for a Building Permit this contract will file a separate Schedule A prepared by Villholth & Jensen as the Coordinating Engineer of Record. Design-Build for Internal Cross-Gallery Conveyors This portion of the project will be awarded to Dynamic Installations out of Port Coquitlam, BC. Dynamic Installations will also be acting as mechanical erector for EMS-Tech for the Ship Loading System. Demolition of PACI Jetty Shipping Gallery This portion of the project has not currently been tendered and will be executed as the last component of the project. The current construction schedule has this activity scheduled for summer Majority work plan is anticipated to be conducted from the east side of the existing Jetty by water-borne crane with structural elements and gallery sections being loaded to barge for demolition at a Fraser River based site. Stevedore Washroom/Lunchroom Facility This portion of the project has not currently been tendered and will be executed after major construction has been completed. A separate application for a Building Permit will be filed for this facility. Project Traffic Plan Though a significant amount of deliveries are scheduled to be handled by water transport the following road access issues are anticipated: 1. Supply of major structural steel sections. Load sizes will be managed to maximize conventional road width transport. Number of over-sized loads is currently anticipated to be limited to less than twenty (20) loads. Entry to the Port of these loads would be coordinated with PMV through Clark Drive. 2. Contractor parking requirements are not expected to be extensive (less than 50 vehicles) and under separate initiative additional land is being secured to assist in providing for the anticipated requirements. Construction Hours of Work Normal hours of work on a business day basis would be anticipated. Marine structure activities including piling may extend to 1800 hours. Construction Noise Typical construction noise will be generated as would be required for construction of this type of facility. Some piles will be driven so associated impact noises should be anticipated but will be limited to normal construction hours of work. Construction Dust As the majority of activity will occur on paved areas or over water minum construction dust is anticipated for this project. Construction Lighting No nighttime activities are anticipated for this project. Revised Apr. 8th

10 PROJECT STUDIES The following initial studies and support activities have been identified for the project: Environmental Monitoring To support Environmental monitoring requirements for construction of Marine Facilities component of this Project. To support demolition materials disposal monitoring and reporting for hazardous materials including asbestos. Work to be completed by Ausenco/Hemmera Chris Bland + Susan Ewing, Project Leads Noise Baseline and Impact Study To provide noise baseline for facility and noise impact modeling for the project. Work to be completed by BAP Acoustics Eric de Santis Project Lead Geotechnical Studies To provide continuing geotechnical analysis of pile and civil structure requirements Work to be completed by Thurber Engineering Dave Smith Project Lead Lapointe Pier Timber Crib Condition Enhancement To review condition of existing timber cribs and develop required repair plan to support project Work to be completed by WorleyParsons Harald Kullman, Project Lead Berthing Simulation Study To conduct berthing and departure simulations to assist in developing appropriate standard procedures with BC Coast Pilots and Pacific Pilotage. Work to be completed by Lantec Marine Garland Hardy, Project Lead Public Consultation To execute a community based public consultation as part of our dual facilities community outreach program started in Scheduled for May 22, 2014 To coordinate additional public consultations with Port Metro Vancouver as deemed required under this Project Permit Application. To coordinate with Port Metro Vancouver First Nations consultation. Regulatory Consultation To renew Metro Vancouver Air Quality Permit AQPO616 reflecting changes and advancements in fugitive dust control for the facility as reflected in this project. Transport Canada certifications for ship loading equipment Approvals required by the Canadian Grain Commission for certified Sampling Systems. As required consultations as directed by Port Metro Vancouver for execution of the Project Permit and subsequent individual component applications for Building Permits. Other Third Party Consultation BC Pilotage, BC Coast Pilots and Port Metro Vancouver Port Operations to coordinate acceptable berthing and sailing operations and establish standard operating procedures. City of Vancouver Fire Department to review emergency access issues. Revised Apr

11 PROJECT KEY DATA The selected proposal incorporates a 2800mtph ship loading system utilizing a traveling linear shuttle style loading system. Key aspects of the selected equipment include: Estimated Weight = Berth Line = Berth Depth = Largest Vessel = Maximum Vessel Beam = Maximum Vessel LOA = Shiploader Travel Coverage = Shiploader Beam Coverage = Clearance of Spout above HHWL = Clearance of Spout above LLWL = Shiploader Travel Speed = Shiploader Shuttle Speed = Spout Dust Control = Spout Coverage = Belt Speed Design = Belt Maximum Loading Capacity = Marine Structure = Bollard Capacity = ATTACHMENTS The following drawings are included as part of this application: 409MT including Tripper 20.Om offset from Lapointe Pier -13.7m at LLWL 11O,000DWT 38m 245m I 80m -1.Om to 29.7m from Berth Line (center of spout) 14.45m 19.45m 20m/min (66fpm) 1 5m/min (49fpm) Cleveland Cascade -3.7m to LLWL 3.OmIs (600fpm) 2800mtph 3 dolphin single fender open cell structure with outer rail system complete with north and south mooring dolphins Accommodation access at north Fender Unit 150T Double Bit on Main Fender Dolphins I 50T Single Bit on Mooring Dolphins DRAWING NUMBER S1 3 A Q Q Q Q Q-024 DESCRIPTION Site Master Plan Ship Loading System Project Phase 1 Berthing Plan Arrangement Ship Loader Arrangement Elevated Tripper Arrangement Elevated Tripper Dock Conveyor Arrangement SCB1 1, SCBI 2, SCB21 and Transfer Tower Arrangement Revised Apr. 8th