9R4944 - 0423 - EPC BD Vol II - Exhibit C1 - Performance Specifications and Design Criteria

Azzawiya Oil Harbour Bid DocumentsVolume II of III – Exhibit C1 – Performance Specifications and

Design Criteria

Azzawiya Oil Refining Company Inc.

23 June 2009 Final Report 9R4944Q0

A COMPANY OF

Document title Azzawiya Oil Harbour Bid Documents Volume II of III – Exhibit C1 –

Performance Specifications and Design Criteria

Document short title EPC BD Azzawiya – Vol II – Exhibit C1 Status Final Report

Date 23 June 2009 Project name Azzawiya Oil Harbour Project

Project number 9R4944Q0 Client Azzawiya Oil Refining Company Inc.

Reference RH 9R4944K0/R0423/901835/Rott/Rev0 Reference ARC 1620-ZA-A4-004

George Hintzenweg 85

P.O. Box 8520

Rotterdam 3009 AM The Netherlands

+31 (0)10 443 36 66 Telephone Fax

[email protected] E-mail www.royalhaskoning.com Internet

Arnhem 09122561 CoC

HASKONING NEDERLAND B.V.

MARITIME

Drafted by P. Groenewegen, B. v/d Vijver, V. Vanlishout

R. v. Raalten, A. Ruijs, L. Pekaar, G. Bosman

Checked by M. Liston

Date/initials check 23/06/2009 ………………….

Approved by H. Altink

Date/initials approval 24/06/2009 ………………….

EPC BD Azzawiya – Vol II – Exhibit C1 - i - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

CONTENTS Page

1 INTRODUCTION 1

PART I – PERFORMANCE SPECIFICATIONS 1

1 DESIGN PHILOSOPHY 2

2 FUNCTIONS 4

PART II – DESIGN CRITERIA 7

1 SITE LOCATION 8

2 PORT DEVELOPMENT PHASING AND THROUGHPUT CAPACITIES 10

3 HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS 14

4 SITE CONDITIONS 30

5 GENERAL DESIGN CRITERIA 47

6 SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR NAUTICAL MANOEUVRING AREAS 56

7 BREAKWATER AND REVETMENT DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 60

8 QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 64

9 JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 73

10 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR DREDGING 90

11 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ONSHORE BUILDINGS AND FACILITIES 92

12 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR MECHANICAL INSTALLATIONS 97

13 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ELECTRICAL INSTALLATIONS, INSTRUMENTATION AND COMMUNICATION 104

EPC BD Azzawiya – Vol II – Exhibit C1 - ii - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

PART III - APPENDICES 111

APPENDIX A STANDARDS, CODES AND REGULATIONS 112

APPENDIX B 2006 THROUGHPUTS AND VESSEL ARRIVALS 115

APPENDIX C SPECIFICATION OF TUGBOAT AND HEAVY CARGO VESSEL 118

APPENDIX D SPECIFICATION OF SELF PROPELLED MODULAR TRANSPORTER (SPMT) 122

APPENDIX E DESIGN VESSEL PARTICULARS 125

APPENDIX F LIST OF ELECTRICAL POWER CONSUMERS 129

APPENDIX G TIE IN LIST ELECTRICAL 134

APPENDIX H INSTRUMENTS LIST 136

EPC BD Azzawiya – Vol II – Exhibit C1 - iii - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

Page

1 INTRODUCTION 1 1.1 General 1 1.2 Scope summary 2

PART I – PERFORMANCE SPECIFICATIONS 1

1 DESIGN PHILOSOPHY 2 1.1 Life Cycle Approach 2 1.2 International Engineering Standard 2 1.3 Reference Design 2 1.4 Operability 2 1.5 Operational philosophy 3

2 FUNCTIONS 4 2.1.1 General 4 2.1.2 Marine and Onshore Infrastructure 4 2.1.3 Mechanical & Piping Works 5 2.1.4 Electrical and Instrumentation Works 5

PART II – DESIGN CRITERIA 7

1 SITE LOCATION 8 1.1 Site location 8 1.2 Reference Point, coordinate system and datum 9 1.2.1 Reference Point 9 1.2.2 Coordinate system 9 1.2.3 Vertical reference level 9

2 PORT DEVELOPMENT PHASING AND THROUGHPUT CAPACITIES 10 2.1 Port export and import flow diagram 10 2.2 Port Development Phases I and II 11 2.3 Types of products and throughput capacities 12 2.4 Average/maximum vessel size in Port Development

Phase I and II 13

3 HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS 14 3.1 General 14 3.2 Conventions and definitions 14 3.3 Wind conditions 14 3.4 Wave conditions outside the harbour 15 3.4.1 Normal wave conditions 15 3.4.2 Extreme wave conditions 21 3.5 Wave conditions inside the harbour 22 3.5.1 General 22

EPC BD Azzawiya – Vol II – Exhibit C1 - iv - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

3.5.2 Harbour output locations 23 3.5.3 Normal harbour wave conditions 24 3.5.4 Extreme harbour wave conditions 24 3.6 Seiches / long waves 25 3.7 Water levels 25 3.8 Current conditions 26 3.9 Weather conditions 27 3.10 Sea temperature, salinity and density 29

4 SITE CONDITIONS 30 4.1 General 30 4.2 Geology of the region – for information only 31 4.3 Topography and onshore soil profile – for information

only 32 4.4 Bathymetry and cross sectional seabed profile – for

information 34 4.4.1 General 34 4.4.2 Characteristics offshore subsoil 37 4.5 Seismic conditions 41 4.5.1 General 41 4.5.2 Design earthquake conditions 42 4.6 Marine growth 43 4.7 Existing buildings, structures and tie-in points 43 4.7.1 General 43 4.7.2 Existing oil sludge basins 44 4.7.3 Existing outfalls in and near the project area 44 4.7.4 Existing tie-ins 44 4.7.5 Offshore buoys 45

5 GENERAL DESIGN CRITERIA 47 5.1 Standards, codes and regulations 47 5.2 Units 47 5.3 Design life 47 5.4 Environmental conditions 48 5.4.1 Extreme design conditions 48 5.4.2 Operational design conditions 48 5.5 Safety and ignition risk 49 5.6 Design Loads 50 5.7 Durability 51 5.7.1 General 51 5.7.2 Structural steelwork 51 5.7.3 Steel re-bars in reinforced concrete 52 5.8 Fatigue 52 5.9 Construction materials 52 5.9.1 Rock and granular materials 52 5.9.2 Sand fill 54 5.9.3 Concrete 54 5.9.4 Structural steelwork 54

EPC BD Azzawiya – Vol II – Exhibit C1 - v - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

6 SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR NAUTICAL MANOEUVRING AREAS 56 6.1 General 56 6.2 Navigation channel 56 6.3 Harbour basin 56 6.4 Aids to Navigation 58

7 BREAKWATER AND REVETMENT DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 60 7.1 General 60 7.2 Overtopping 60 7.3 Hydrographical conditions 61 7.4 Design approach and criteria 61 7.4.1 Design approach 61 7.4.2 Armour layer stability criteria 62 7.4.3 Crest width and height based on overtopping

assessment 62 7.4.4 Under layer and breakwater core design 62 7.4.5 Toe and berm design 63 7.4.6 Seawall design 63 7.4.7 Geotechnical stability 63 7.4.8 Breakwater testing by 2-D and 3-D physical models 63

8 QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 64 8.1 General 64 8.2 Design vessels at small craft harbour and M.O.F. 64 8.3 Manoeuvring area and access to areas 66 8.4 Specific boundary conditions for quay wall design 67 8.4.1 Quay wall layout and coordinates 67 8.4.2 Quay wall levels 68 8.5 Design loads 69 8.6 Design approach 72

9 JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA 73 9.1 General overview 73 9.2 Design vessels 73 9.2.1 Berth 4 73 9.2.2 Berth 5 73 9.2.3 Berth 6 74 9.3 Jetty locations and orientation 74 9.4 Loading platforms 74 9.4.1 General requirements for Loading Platforms 75 9.4.2 Lay-out of the loading platforms 75 9.4.3 Unloading facilities, pipelines and other associated

equipment 76 9.4.4 Walkways 76

EPC BD Azzawiya – Vol II – Exhibit C1 - vi - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

9.4.5 Drainage 76 9.4.6 Berth control booth 77 9.4.7 Vessel access structure (VAS) 77 9.4.8 Area lighting 77 9.4.9 Safety equipment 77 9.4.10 Security equipment 77 9.4.11 Edge protection 78 9.5 Access trestle 78 9.5.1 General requirements 78 9.5.2 Roadway 78 9.5.3 Pipe bridge 79 9.5.4 Area lighting 79 9.5.5 Safety equipment 79 9.5.6 Security equipment 80 9.6 Mooring facilities 80 9.6.1 General requirements 80 9.6.2 Lay-out of mooring facilities 81 9.6.3 Mooring dolphins 81 9.6.4 Breasting dolphins 82 9.6.5 Walkways 83 9.6.6 Area lighting 84 9.6.7 Berth systems 84 9.7 Specific requirements - Berth no. 4 84 9.7.1 General 84 9.7.2 Criteria for Port Development Phase I 84 9.7.3 Loading Arms 85 9.7.4 Mooring layout 85 9.8 Specific requirements Berth no. 5 86 9.8.1 General 86 9.8.2 Loading Arms 86 9.8.3 Mooring layout 86 9.9 Specific requirements Berth no. 6 87 9.9.1 General 87 9.9.2 Loading Arms 87 9.9.3 Mooring layout 88 9.10 Design approach 88

10 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR DREDGING 90

11 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ONSHORE BUILDINGS AND FACILITIES 92 11.1 General 92 11.2 Buildings and facilities 92 11.3 Access roads 93 11.4 Security gates and fencing 94 11.5 Sewage system 95

EPC BD Azzawiya – Vol II – Exhibit C1 - vii - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

11.6 Buildings and facilities during harbour construction works 95

11.7 Site preparation 96

12 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR MECHANICAL INSTALLATIONS 97 12.1 General 97 12.2 Product throughput capacities 97 12.3 Main product specifications 98 12.4 Product pipeline systems 98 12.4.1 General 98 12.4.2 Pipelines in Port Development Phase I 99 12.4.3 Pipelines in Port Development Phase II 99 12.5 Loading arms 99 12.6 Existing and required pump capacities 100 12.7 Pipe insulation and heat tracing 100 12.8 Tie-in point 100 12.9 Vapour control 101 12.10 Emergency shutdown system 101 12.11 Fire Fighting 101 12.12 Drainage control and spill confinement on the marine

jetties 102 12.13 Piping based utility systems 102 12.14 Trestle slope gradient 103

13 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ELECTRICAL INSTALLATIONS, INSTRUMENTATION AND COMMUNICATION 104 13.1 General 104 13.2 Existing availability and reliability of power supply 104 13.3 Climatic conditions 104 13.4 Building standards 104 13.5 Electrical design basis 105 13.6 Electrical substations 106 13.7 Transformers 107 13.8 Control system and instrumentation 107 13.9 Communication and security systems 108 13.10 Lighting installation 109 13.11 Navigation lights 109 13.12 Marine environmental monitoring system 109 13.13 Fire and Gas system 110 13.14 Grounding/bonding 110

EPC BD Azzawiya – Vol II – Exhibit C1 - viii - 9R4944K0/R0423/901835/Rott/Rev0 Final Report 23 June 2009

PART III - APPENDICES 111

APPENDIX A STANDARDS, CODES AND REGULATIONS 112

APPENDIX B 2006 THROUGHPUTS AND VESSEL ARRIVALS 115

APPENDIX C SPECIFICATION OF TUGBOAT AND HEAVY CARGO VESSEL 118

APPENDIX D SPECIFICATION OF SELF PROPELLED MODULAR TRANSPORTER (SPMT) 122

APPENDIX E DESIGN VESSEL PARTICULARS 125

APPENDIX F LIST OF ELECTRICAL POWER CONSUMERS 129

APPENDIX G TIE IN LIST ELECTRICAL 134

APPENDIX H INSTRUMENTS LIST 136

EPC BD Azzawiya – Vol II – Exhibit C1 9R4944K0/R0423/901835/Rott/Rev0 Final Report - 1 - 23 June 2009

1 INTRODUCTION

1.1 General

This document describes the Performance Specification and the Design Criteria for the Works of the new Azzawiya Oil Harbour. It comprises specific conditions and criteria related to the various harbour design elements, such as the breakwaters, jetties, quay walls and M&E facilities. Moreover, this document forms the basis for the Contractor to design, procure and execute the Works. The Bid Designs by the pre-qualified Contractors and the subsequent detailed design by the selected Contractor shall fully comply with but will not be limited to the specifications and criteria as set in this document. This document provides:

1. A description of the general environmental and preliminary site conditions as well as an interpretation of the preliminary site conditions.;

2. An inventory of functional scheme requirements, based on international standards, international common practice and specific Owner’s Requirements (including requirements stated in the Contract Scope of Work);

3. An overview of technical design criteria, based on international standards, to be used as minimum requirements during the EPC Works.

A project description, the extended Scope of Work as well as other information to the Works are described in Exhibit A of the Owner’s Requirements. The Definition Drawings referred to in this document are included in Exhibit D and are provided for Tendering purposes only. The extent of the works will not necessarily be limited to that shown on the Definition Drawings. The relation of this document to the complete set of Bid Documents is given below: BID DOCUMENTS AZZAWIYA OIL HARBOUR:

VOLUME I - INVITATION TO BIDDER

VOLUME II - OWNER'S REQUIREMENTS Exhibit A Scope of Works Exhibit B Compensation of Payment Exhibit C1 Performance Specifications and Design Criteria (this

document) Exhibit C2 Technical Data and Specifications


Exhibit D Definition Drawings Exhibit E Contract Program and Execution Plan Exhibit F Coordination Procedures Exhibit G Guide to Safety Regulations in the ARC Refinery Facilities

VOLUME III - SITE INFORMATION

1.2 Scope summary

In general, the project comprises the Engineering, Procurement and Construction of the new harbour at Azzawiya, including (but not limited to) the following:

• Main and lee breakwaters; • Harbour revetments; • Three fully operational product jetties, connected to the shore with an

approach trestle; • Quay structures; • Onshore and offshore infrastructure (including roads and pipe lanes); • Dredging and Reclamation; • Navigational aids; • Mechanical and Electrical facilities for the transfer of products from the

vessels to the tank farm, including all connections to the existing facilities and the implementation of the complete operation of the jetties in the existing operational systems;

• Port buildings: • Port fire fighting system • Health, safety, security and environment.

Exhibit A of the Owner’s Requirements describes the Scope of work in detail and the phased construction of the Work due to Owner operational requirements. The EPC contract comprises all aspects required to implement a fully operational harbour and shall include all Civil, Structural, Mechanical and Electrical Installations or Elements


PART I – PERFORMANCE SPECIFICATIONS


1 DESIGN PHILOSOPHY

1.1 Life Cycle Approach

The detailed design shall strive towards providing the Owner with the most economic solutions from a life-cycle cost approach, including not only initial investment (CAPEX) but also operational and maintenance costs (OPEX).

1.2 International Engineering Standard

The design work shall strive towards providing the Owner with solutions that align with international design, engineering, fabrication, construction, inspection, testing and commissioning standards and ensure that future port operations will be up to international standard.

1.3 Reference Design

The main purpose of the Reference Design is to provide a general impression of the required facilities to the bidders. It is emphasised that the contractor may propose variants and alternative designs. The Contractor shall take over full design responsibility and shall verify, update, revise and detail the design. Any flaws, shortcomings and discrepancies in the Reference Design shall not release the Contractor from these obligations and shall not lead to claims. The design shall cover all the Owner’s Requirements as set in the Bid Documents, in order to provide a fully operational harbour and shall be in accordance with the design codes, standards and regulations including all applicable Health, Safety, Security and Environmental (HSSE) regulations.

1.4 Operability

The layout of the harbour and the marine facilities is designed to ensure safe and economic marine operations and to minimise downtime taking into account the preferences of the Owner, prevailing environmental conditions, design vessel characteristics, operational requirements and HSSE requirements specific to the oil and gas industry. The layout of the harbour as well as the location of the facilities are firmly defined by the Owner’s Consultant and may only be changed on a small level as required by the final design and agreed with the Owner’s Consultant. An assessment of the vessel downtime shall be carried out by the Contractor, based on 3D physical model testing of wave penetration within the harbour and vessel behaviour at each of the Berths.


1.5 Operational philosophy

The following general operational philosophy for import and export of products applies at Azzawiya Oil Harbour. Pre-loading operations such as manoeuvring, de-ballasting, etc. are not taken into account. The presented philosophy is based upon flushing of pipelines, when the product being transported in a pipeline changes.

• Export:

1. Establish ship/shore telecommunication; 2. Go through international recognised ship/shore checklist; 3. Connect marine loading arm; 4. Clear pipe route from storage tank via the export line to the vessel

in question; 5. Commence pumping; 6. Stop pumping when agreed cargo batch is loaded; 7. Close export master valve; 8. Start draining loading platform facilities downstream of the export

master valve including marine loading arm; 9. Purge with nitrogen (N2); 10. Disconnect marine loading arm; 11. Record quantity that is exported.

• Import:

1. Establish ship/shore telecommunication; 2. Go through international recognised ship/shore checklist; 3. Connect marine loading arm; 4. Clear pipe route from vessel via the import line to the reception

tank in question; 5. Commence pumping; 6. Stop pumping when agreed cargo batch is unloaded; 7. Close import master valve; 8. Start draining loading platform facilities downstream of the import

master valve including marine loading arm; 9. Purge with nitrogen (N2); 10. Disconnect marine loading arm; 11. Record quantity that is imported;


2 FUNCTIONS

2.1.1 General

The ultimate functioning of the Azzawiya Oil Harbour as a modern, reliable and safe oil harbour, should be the primary focus in the design, supply, installation, construction, monitoring, testing, inspection, commissioning and quality assurance procedures for the duration of the Contract and maintenance period of the EPC Contract Works.

2.1.2 Marine and Onshore Infrastructure

The main and lee breakwaters are required to provide the port with a calm internal wave climate to allow vessels safe mooring, berthing and cargo handling operations, with limited downtime at the Berths and limited maintenance as specified in the Design Criteria. The breakwaters shall support navigational lights and the main breakwater shall also support an inspection road over its full length. The harbour revetment/dissipating ‘beach’ shall provide a stable slope protection for the onshore harbour area and contribute to a calm internal harbour wave climate by reducing the reflection of waves. The jetties are required to provide safe berthing, mooring and cargo handling operations for the product vessels specified in the Design Criteria, including all facilities necessary for cargo transfer. The access trestle is required to provide access from the landside to the product jetties for piping, electric cabling, pedestrians, vehicles, etc. as specified in the Design Criteria and as detailed on the Definition Drawings. The quays of Berth 7 are required to provide for save berthing and mooring of tugboats, launches, work barges and bunkering tankers. The quays of Berth 8 are required to provide safe mooring and berthing of heavy cargo vessels for unloading refinery equipment/material for the Refinery Revamp Project. All quays, berths and jetties shall be equipped with port furniture such as access and emergency ladders, fenders, bollards, lighting, etc. as specified in the Design Criteria and as detailed on the Definition Drawings. The berth pockets, harbour basin, turning circle and approach channel are required to provide for safe entry, exit, manoeuvring and berthing of all vessels. Depths and sizes of the required areas for each element are specified in the Design Criteria and as detailed on the Definition Drawings. The onshore port area is required to provide the reclamation levels, defined areas and space reservation for all the landside infrastructure. This will


include but not be limited to the port buildings, structures, roads (vehicles and pedestrians), parking spaces, fencing, pipe racks/ducts, service utilities, etc. as specified in the Design Criteria and as detailed on the Definition Drawings. The port and harbour lighting is required to provide sufficient illumination of the relevant areas as specified in the Design Criteria and at the locations as detailed on the Definition Drawings. The sewage system is required to provide a sewage connection from the relevant port buildings to the main refinery sewage system, as specified in the Design Criteria and as detailed on the Definition Drawings. The fencing system is required to protect the harbour from trespass by unauthorised persons, but should provide for safe access to authorised vehicles and people. The aids to navigation are required to provide guidance on pilotage to and from, as well as within the harbour. They shall be in accordance with the IALA standard system and located as detailed on the Definition Drawings. The harbour administration building, the fire station/foam station, the workshop, the switchgear buildings and the gatehouse are required to provide a comfortable safe and secure working environment for the user(s).

2.1.3 Mechanical & Piping Works

All pipelines, valves, pumps, marine loading arms, instrumentation, tanks, etc. are required to provide safe and secure transport of products including crude oil, white products, base oil, fire fighting and utility products between the Berths and the tie in points during operation conditions, all as specified in the Design Criteria and/or as detailed on the Definition Drawings.

2.1.4 Electrical and Instrumentation Works

The electrical installations including feeders, substations, switchgear, MV distribution boards, power transformers, MV/LV cables, LV distribution are required to provide power to among other things: motor control centres, new buildings, outdoor lighting, emergency power systems, local motor safety and operation switches, all as specified in the Design Criteria and as detailed on the Definition Drawings. A new DCS system, connected to the existing ESD system, is required to provide all controls, interlocks, graphic representations, annunciator functions and data storage for the operational processes in the new port area, all as specified in the Owner’s Requirements. Pressure indicators, level indicators and temperature indicators are required to have signal transmissions to the DCS system.


A new ESD system, connected to the existing ESD system, is required to provide a safe and fast process shut down facilitated for individual areas and process sections in the new harbour area, all as specified in the Owner’s Requirements. Operator interface equipment as well as a public address system is required in the harbour control room and berth control booths to provide for the operator(s) safe control of vessel mooring, berthing and cargo handling operations as specified in the Owner’s Requirements. The CCTV system is required to provide an overview of the operational process on the berths and port areas from the harbour control room as specified in the Owner’s Requirements. In order to prevent fire spreading and to give early warning of a fire, an automatic fire detection and extinguishing system shall be designed, supplied, installed, tested and commissioned in all electrical rooms, rack rooms, control rooms and berths as specified in the Owner’s Requirements. In addition the system will also include manual fire alarm push buttons at all locations.


PART II – DESIGN CRITERIA


1 SITE LOCATION

1.1 Site location

The ARC is located approximately 50 km to the West of Tripoli. The ARC is currently equipped with three offshore buoys (SBM1, CBM2 and SBM3) which are connected to the shore by submerged pipelines. These pipelines come together at the refinery tie-in point and from this tie-in point the pipelines proceed further onto the refinery and tankage areas. The future harbour area is located to the east of the existing CBM2 (point E) and its pipelines (see Figure 1-1). The onshore area is bound to the west by the existing pipelines from SBM1 and CBM2 to the tie-in point. The eastern project boundary lies approximately 620m eastward of the current ARC boundary fence (i.e. line C-D in Figure 1-1). The longitudinal distance between Reference Point A and the eastern boundary is approximately 1700m. The onshore area extends to the south as far as the slope leading to road no. 4 along the tank farm, a distance of approximately 240m.

Figure 1-1. Site location of the Azzawiya Oil Harbour


1.2 Reference Point, coordinate system and datum

1.2.1 Reference Point

The location of the ‘crossing’ of the pipelines to SBM1 and CBM2 is taken as the Reference Point of the Site. This Reference Point is also called ‘Location A’ or ‘Reference Point A’. The coordinates of the Reference Point A, as given exactly in official ARC drawings, are given with respect to the National Grid Coordinates:

(XA ; YA) = (E 284,970.33; N 3,630,838.55)1

1.2.2 Coordinate system

The National Grid Coordinates shall be used by the Contractor. The Contractor shall also use the National Grid Coordinates when producing detailed drawings and for setting out the Works. The above National Grid Coordinates are not the same as the internationally used Universal Transverse Mercator (UTM) Coordinates. UTM coordinates can be converted to geographic coordinates. A conversion between the National Grid Coordinates and the UTM/geographic coordinates shall be established by the SI Contractor. These results shall be made available to the Contractor during the Bid Period in a Addendum.

1.2.3 Vertical reference level

The vertical reference level used on the Project shall be Chart Datum (CD). The Chart Datum is approximately equal to the level of Lowest Astronomical Tide (refer to Admiralty Chart no. 3403; December 2005). All levels shall be provided relative to this reference level.

1 reference to X and Y coordinates are similar to Easting and Northing coordinates in the Owner’s Requirements and via versa.


2 PORT DEVELOPMENT PHASING AND THROUGHPUT CAPACITIES

2.1 Port export and import flow diagram

The existing port facilities serve the throughput of products for not only the ARC but also for the Brega Petroleum Marketing Company (BMC) and the Repsol Oil Operations Company (ROO), which are located in the vicinity of the ARC. In Figure 2-1 the export and import via the existing offshore buoys to the three companies is illustrated. In Figure 2-2 the export and import flows in the future harbour, as proposed by ARC, is illustrated.

ARC – operating marine facilities

BMC:White products

ROO:Crude oil

CBM2:White products & base

oil

SBM3:Crude oil &

Black products

SBM1:White

productsE

I I E I

E

E = Export and I = Import

I


BMC:White products

ROO:Crude oil

CBM2:White products & base

oil

SBM3:Crude oil &

Black products

SBM1:White

productsE

I I E I

E


I

Figure 2-1. Export/Import flow between the existing port facilities and ARC, BMC and ROO


Berth 5:Black & white

products + base oil

Berth 6:Crude oil & black

products

Berth 4:White products,

LPG, asphalt

E I I E I

I

E

BMC:White products

ROO:Crude oil

E

I



Berth 5:Black & white

products + base oil

Berth 6:Crude oil & black

products

Berth 4:White products,

LPG, asphalt

E I I E I

I

E

BMC:White products

ROO:Crude oil

E

I


Figure 2-2. Export/Import flow between the future port facilities and ARC, BMC and ROO


2.2 Port Development Phases I and II

In the design and construction of the harbour and port facilities different development phases are to be considered. In Port Development Phase I of the future harbour, the existing throughput capacities (see column “existing situation” in Table 2-1) shall be accommodated. In conjunction with the Port Development Phases, the Owner has plans for a Refinery Revamp Project at some time in the future. It is envisaged that the Refinery Revamp Project will be to upgrade, renovate and expand the refinery and its operations. The Refinery Revamp Project will be divided into two stages, in which the following changes are expected:

• The product throughput capacities shall change (increase and decrease);

• The type of products to be handled shall change; • Some cargo flows will change from import to export and vice versa; • Additional port services are envisaged to be implemented (such as

ballast water treatment and bunkering). Port Development Phase II will be required to incorporate both stages of the Refinery Revamp Project. During Port Development Phase II, all required facilities are to be provided for in the new port, either physically present or by reservation of required space for future utilisation. An illustration of the Port Development Phases is included in Figure 2-3.

ExistingPort

Functions

Revamp I

Revamp II

Port DevelopmentPhase I

Port DevelopmentPhase II

ExistingPort

Functions

Revamp I

Revamp II

Port DevelopmentPhase I

Port DevelopmentPhase II

Figure 2-3. Port development phases


2.3 Types of products and throughput capacities

For Port Development Phase I and II (the latter including Refinery Revamp I and II), the type of products to be exported and/or imported and their throughput capacities are listed in Table 2-1. It is noted that this table reflects the projected transports as indicated by the Owner, which provides insight in the operational plans the Owner has. However, the Contractor’s final design should be flexible enough for all products to be both imported and/or exported in case future product transports are different from the type of product transports indicated in Table 2-1.

Quantities (*1000 ) metric tonnage/year Existing situation

after revamp phase I

after revamp phase II No product

export import export import export import 1 Crude Oil 7,000 5,500 18,000 5,500 18,000 5,500 2 Heavy Fuel Oil 800 600 700 White products: 3 Gasoil 350 500 150 150 4 SRN 650 5 Kerosene 700 450 450 6 Light naphtha 7.5 7 Gasoline 600 650 1,100 8 PY GAS 150 9 MTBE 200 10 Base Oil 50 150 150 11 Reduced Crude 200 200 200 12 LPG 250 250

13 Bunker fuel & bunker gas oil 400 400

14 Asphalt 80 80 Table 2-1 Existing and future throughput capacities as provided by ARC In addition to the import and export of the products indicated in Table 2-1, another product transport to be considered is ballast water, which is planned in Port Development Phase II. This throughput can be either import or export depending on the loading or unloading of vessels at the berths. Other required pipelines are detailed in paragraph 12.4.2 and 12.4.3.


2.4 Average/maximum vessel size in Port Development Phase I and II

The existing average vessel or batch size is determined from the actual throughputs and vessel arrivals in 2006 as provided by the Owner (see Appendix B). The maximum vessel size is also provided by the Owner. The average and maximum vessel sizes required in Port Development Phase I are presented in Table 2-2.

Product Average vessel size (DWT)

Average/maximum vessel size per product group (DWT)

Crude oil 92,500 92,500/170,000

Fuel oil 25,000 Reduced crude 35,000 Bunker fuel oil -

30,000/75,000

Gasoil 22,500 SRN 20,000 Kerosene 16,500 Gasoline 22,000 PY GAS 8,500 MTBE 7,500

20,000/35,000

Base oil 9,000 9,000/16,000 Table 2-2 Average and maximum vessel size in Port Development Phase I

per product and product group The future vessel sizes are deduced from the existing vessel sizes and information provided by the Owner. The average and maximum vessel sizes required in Port Development Phase II are presented in Table 2-3.

Product Average vessel size (DWT))

Average/maximum vessel size per product group (DWT)

Crude oil 95,000 95,000/170,000

Fuel oil 25,000 Reduced crude 35,000 Bunker fuel oil 20,000

25,000/75,000

Gasoil 22,500 SRN Kerosene 16,500 Gasoline PY GAS 22,000 MTBE

20,000/35,000

Base oil 9,000 9,000/16,000

LPG 15,000 15,000/30,000

Asphalt 5,000 5,000/10,000 Table 2-3 Average and maximum vessel size in Port Development Phase II

per product and product group


3 HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS

3.1 General

The following sections only provide a summary of the hydrographical and meteorological conditions as determined for the Project. For the detailed design, further detailed information shall be obtained from reports and agreed with the Engineer as indicated in each of the relevant section following.

3.2 Conventions and definitions

All parameters have units in accordance with the international SI conventions except where explicitly stated. The wind, wave and current directions are given according to the nautical convention. For wind and waves they refer to the direction in degrees from which they are coming, measured clockwise with respect to true North. For currents they refer to the direction in degrees to which the current flows, measured clockwise with respect to true North.

3.3 Wind conditions

As well as being required for the calculation of wind loads on all structures, the wind conditions are of interest for the wave propagation from offshore to nearshore locations. The probabilities of occurrence of wind speed per directional sector are presented in Table 3-1. The mean hourly wind speed at a height of 10m (U10) is considered. The corresponding wind rose is presented in Figure 3-1.

Table 3-1. Occurrence probability (%) of wind speeds per directional sector


Figure 3-1. Wind rose offshore Azzawiya

3.4 Wave conditions outside the harbour

The offshore wave conditions are used as input for the wave propagation to nearshore locations. Normal wave conditions have a return period of up to 1 year whereas extreme wave conditions have a return period larger than 1 year.

3.4.1 Normal wave conditions

Offshore wave conditions The coastline at ARC has a general east-west orientation. At the offshore location the waves from all directions have been considered. The applied directional sectors have a range of 22.5°. The probability of occurrence of offshore wave heights is presented in a wave rose in Figure 3-2. .


Figure 3-2. Offshore wave rose for Azzawiya Nearshore wave conditions The nearshore wave conditions have been determined with the use of the computer programmes SWAN (Simulating WAves Nearshore) and HYDROBASE TRANS. The nearshore wave conditions are assessed at 6 nearshore output locations. Due to the pattern of the depth contours near the coastline, output locations L1 to L5 lie on one line perpendicular to the coast, aligned with Reference Point A. The final output location, L6, lies at about the same depth as location L3 but at a longitudinal distance of 1000 m from L3. The output locations (including the modelled bathymetry) are shown in Figure 3-3. The coordinates and depth of the output locations are presented in Table 3-2.


Figure 3-3. Nearshore output locations and modelled bathymetry Output location x (m) y (m) Depth (m CD) Reference Point A 284,970.33 3,630,838.55 - L1 284,970.33 3,631,028.55 3.6 L2 284,970.33 3,631,248.55 10.3 L3 284,970.33 3,631,773.55 21.0 L4 284,970.33 3,632,213.55 24.3 L5 284,970.33 3,632,808.55 30.2 L6 285,970.33 3,631,773.55 21.1 Table 3-2. Coordinates and depth of nearshore output locations The following offshore wave conditions were simulated in the assessment of the nearshore wave conditions:

• Wave height Hm0 = 0.75, 1.75, 2.75, 3.75, 4.75, 5.75 and 8.5 m; • Wave steepness s = (Hm0/(1.56*Tp

2) = 0.01, 0.025, 0.04; • Wave direction = 15°, 45°, 105°, 255°, 285°, 315° and 345° N.

The nearshore wave climate is presented in joint probability tables and in the following wave roses for output locations L1 to L6 (Figures 3.4 to 3.9). Very little difference in wave conditions was observed at the output locations L3 and L6, due to the pattern of the depth contours along the coast.


Figure 3-4. Nearshore wave rose for output location L1









3.4.2 Extreme wave conditions

Offshore wave conditions The 1/10 and 1/100 year offshore extreme wave conditions for Azzawiya are presented in Table 3-3.

Return period = 10 years Return period = 100 years Offshore direction (°N) Hs (m) Tp (s) Hs (m) Tp (s)

270 7 11.9 9.4 13.8 300 7 11.9 9.4 13.8 330 7 11.9 9.4 13.8

0 7 11.9 9.4 13.8 22.5 5.9 10.9 7.7 12.5 45 4.1 9.1 5.3 10.3

67.5 3.0 7.9 3.8 8.8 Table 3-3. Extreme offshore wave conditions for Azzawiya Nearshore wave conditions The nearshore extreme wave conditions at the output locations (see Figure 3-3) are tabulated below.

Return period = 10 years Return period = 100 years Offshore direction

(°N) Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

270 3.87 3.89 9.0 311 5.21 5.16 10.7 316 300 5.61 5.53 9.7 325 7.56 7.31 11.6 329 330 6.32 6.18 10.2 342 8.53 8.18 12.1 344

0 6.33 6.19 10.4 2 8.56 8.21 12.3 2 22.5 5.33 5.27 9.4 19 7.10 6.90 10.9 18 45 3.61 3.63 7.8 34 4.64 4.62 8.8 33

67.5 2.62 2.66 6.7 48 3.23 3.27 7.3 47 Table 3-4. Nearshore extreme wave conditions for depth of CD - 24 m


(°N) Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

270 3.98 3.96 9.2 313 5.46 5.35 11.1 318 300 5.83 5.68 9.9 326 7.92 7.56 11.8 330 330 6.48 6.27 10.3 342 8.71 8.25 12.2 345

0 6.39 6.19 10.4 2 8.63 8.19 12.4 2 22.5 5.30 5.20 9.5 18 7.11 6.84 11.0 17 45 3.52 3.53 7.7 33 4.53 4.48 8.7 31




(°N) Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

270 4.03 3.94 9.6 317 5.72 5.46 11.5 322 300 6.23 5.91 10.2 330 8.28 7.78 12.3 334 330 7.00 6.59 10.6 343 8.77 8.27 12.7 346

0 6.71 6.34 10.6 1 8.60 8.09 12.7 1 22.5 5.43 5.20 9.5 15 7.25 6.82 11.1 14 45 3.52 3.47 7.8 30 4.57 4.44 8.8 28



(°N) Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

270 3.86 3.70 9.9 321 5.58 5.23 12.0 325 300 6.07 5.74 10.7 332 7.28 6.94 12.8 335 330 6.67 6.35 11.1 343 7.70 7.34 13.2 345

0 6.56 6.24 11.1 358 7.79 7.42 13.1 359 22.5 5.64 5.30 9.8 12 6.74 6.41 11.5 11 45 3.65 3.51 8.0 27 4.79 4.52 9.0 25



(°N) Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

Hs (m)

Hm0 (s)

Tm-1,0 (s)

Dir. (°N)

270 3.22 2.98 9.8 332 4.23 3.92 12.2 336 300 4.39 4.10 11.1 342 4.81 4.49 13.2 343 330 4.53 4.23 11.4 250 4.98 4.65 13.2 352

0 4.51 4.21 11.4 2 5.03 4.70 13.4 3 22.5 4.30 4.00 10.3 9 4.68 4.37 12.9 9 45 3.46 3.19 8.3 21 4.12 3.81 9.5 19


3.5 Wave conditions inside the harbour

3.5.1 General

Waves near the entrance of the harbour will penetrate into the port areas around the breakwater heads. This induces dissipation of wave energy and hence smaller wave conditions inside the harbour.


3.5.2 Harbour output locations

The wave conditions are determined for the main harbour output locations as presented in Table 3-9 and Figure 3-10. These locations correspond to the various port areas within the harbour.

Coordinates Distances w.r.t. Reference Point A Type of

structure Location Output no. Y (m) X (m) Y (m) X (m)

Jetty 4 1 3,631,124 285,524 285.45 553.67 Jetty 5 2 3,631,453 285,853 615.45 882.67 Jetties Jetty 6 3 3,631,564 286,250 725.45 1279.67

Trestle 1 4 3,630,993 285,398 155.45 427.67 Approach trestle Trestle 2 5 3,631,445 285,642 606.45 671.67

Quay walls Quay wall 1 6 3,630,885 286,165 46.45 1194.67 Quay wall 2 7 3,631,000 286,275 161.45 1304.67

Revetment 8 3,630,900 285,950 61.45 979.67 Revetment Revetment 9 3,630,900 285,500 61.45 529.67 Lee

breakwater Head 10 3,631,310 286,580 471.45 1609.67

Table 3-9. Harbour output locations

Figure 3-10. Harbour output locations


3.5.3 Normal harbour wave conditions

The normal harbour wave conditions shall be used for downtime assessment at the product Berths (output locations 1, 2 and 3).

3.5.4 Extreme harbour wave conditions

Port Development Phase II (entire harbour layout) The critical 1/10 and 1/100 year wave conditions inside the entire harbour (after completion of Port Development Phase II as presented in Figure 3-10) are presented in Table 3-10.

Rt = 10 years Rt = 100 years Harbour location Hs (m) Tm-1,0 (s) θ (°) Hs (m) Tm-1,0 (s) θ (°)

1 1.18 5.0 60 1.34 5.1 60 2 1.33 5.8 90 1.57 6.3 90 3 1.38 5.2 85 1.56 5.4 85 4 1.25 5.5 60 1.40 5.3 60 5 1.00 4.5 90 1.25 5.0 90 6 1.85 8.0 10 2.05 8.0 10 7 3.08 9.1 20 3.79 10.4 20 8 1.43 6.2 30 1.69 6.4 30 9 1.30 5.3 30 1.48 5.5 30

10 3.79 10.1 25 4.97 11.1 25 Table 3-10. 1/10 and 1/100 year wave conditions inside the harbour Port Development Phase I During Port Development Phase I only the first part of the main breakwater and Berth 4 are constructed, along with all the required facilities to make Berth 4 operational. As a result of this, Berth 4 is temporarily exposed to greater waves than when the harbour is fully constructed (i.e. during removal of CBM2 and while Port Development Phase II is starting). At the temporary head of the main breakwater, during removal of CBM2 and the initial Works for Port Development Phase II, the bottom level is approximately –19m CD. The 1/10 year wave height (Hs,i) at this depth is determined from Table 3-5 and Table 3-6. If the situation arises and wave diffraction (due to the temporary breakwater head) occurs within the harbour, the method of Goda shall be used to assess the wave diffraction coefficient (KD). The 1/10 year wave conditions at Berth 4 (Hs,4 and Tm-1,0) are presented in Table 3-11.


Offshore direction (°) Hs,i (m) Tm-1,0 (s) θi (°) KD Hs,4 (m) 300 5.96 10.0 327.4 0.61 3.64 330 6.65 10.4 342.6 0.73 4.85

0 6.50 10.5 358.6 0.84 5.46 22.5 5.34 9.48 16.8 0.93 4.97 45 3.52 7.75 32.1 -* 3.52

67.5 2.53 6.63 45.6 -* 2.53 * No diffraction applicable Table 3-11. 1/10 year wave conditions at Berth 4

3.6 Seiches / long waves

Seiches are long period standing waves, which can occur in closed (resonance sensitive) basins. The Mediterranean Sea is almost an enclosed basin and seiches may occur. In the area between the coast of Sicily and the coast near Tripoli, long waves (or seiches) have been recorded in the past. The period of these long waves can vary between 10 – 40 minutes. These long waves are also known as ‘Marrobbio’ and may raise the sea level by 0.6 to 0.9 m.

3.7 Water levels

Astronomical tide The reference level is Chart Datum, which shall for the purposes of design and construction be equivalent to the Lowest Astronomical Tide. The water levels for the Harbour are as follows:

• Highest Astronomical Tide (HAT) = CD + 0.6 m • Mean High Water Spring (MHWS) = CD + 0.5 m • Mean High Water Neap (MHWN) = CD + 0.4 m • Mean Sea Level (MSL) = CD + 0.3 m • Mean Low Water Neap (MLWN) = CD + 0.2 m • Mean Low Water Spring (MLWS) = CD + 0.1 m • Lowest Astronomical tide (LAT) = CD + 0.0 m

Storm surge The maximum and minimum storm surge during the design storm are 0.9m and 0.3m respectively, with a return period of 100 years. Seasonal variation The average seasonal drop in water level, during the winter months, shall be taken as 0.2m.


Sea level rise The Intergovernmental Panel of Climate Change (IPCC) predicts a sea level rise of about 0.6 m over the next century. For this Project, a sea level rise of 0.3m for the 50 year design life shall be adopted. Maximum and minimum design water level For the maximum design water level, the following shall be considered:

• The extreme wave conditions (from NW to N) can occur at any phase of the astronomical tide ranging from MHWS to MLWS. Extreme wave conditions occurring at Highest Astronomical Tide and Lowest Astronomical Tide is expected to have a very low joint probability and need not be considered in the design;

• The most extreme wave conditions (from NW to N) occur during the

winter months when there is a seasonal water level drop of 0.2 m;

• Extreme wave conditions are caused by storms coming from a direction ranging from Northwest to North. It is thus expected that a combination of extreme wave heights and extreme storm surge is highly probable.

This results of the maximum and minimum design water level to be applied for the design of the marine structures are presented in Table 3-12.

Maximum Minimum Water Level + 0.5m CD (MHWS) + 0.1m CD (MLWS) Storm surge + 0.9m + 0.3m

Seasonal variation - 0.2m - 0.2m Sea level rise + 0.3m N/A

Design water level + 1.5m CD + 0.2m CD Table 3-12. Maximum and minimum design water level

3.8 Current conditions

At Azzawiya, the differences in tidal levels are small and the tidal currents are slow. The predominant current direction is East-West or West-East currents ebb and flow. For the purposes of design the maximum current velocity shall be taken as 0.25 m/s and current velocities inside the harbour are deemed to be negligible.


3.9 Weather conditions

Libya is generally characterised by low annual rainfall, moderate winters and hot summers. For weather conditions in Azzawiya the conditions for Tripoli may be used. The average annual conditions for temperature, humidity and rainfall are listed in Table 3-13 and illustrated in Figure 3-11, refer to www.bbc.co.uk/weather/world/country_guides/results). Figure 3-11 shows the yearly average weather records including rainfall, average maximum daily temperature and average minimum temperature for the city of Tripoli.

Temperature Average Record

Relative humidity

Mon

th

Ave

rage

su

nlig

ht

(hou

rs)

Min

Max

Min

Max

Dis

com

fort

fr

om h

eat

and

hum

idity

am

pm

Ave

rage

ra

infa

ll (m

m)

Wet

Day

s (+

0.25

mm

)

Jan 5 8 16 1 28 - 68 59 81 11 Feb 6 9 17 3 33 - 71 60 46 7

March 6 11 19 4 38 - 65 57 28 5 April 7 14 22 6 41 - 62 57 10 2 May 8 16 24 6 43 Moderate 58 62 5 3 June 10 19 27 10 44 Medium 57 70 3 1 July 11 22 29 16 46 High 54 72 0 0.2 Aug 11 22 30 17 44 High 72 69 0 0.3 Sept 8 22 29 15 45 Medium 67 67 10 2 Oct 7 18 27 10 41 Medium 65 59 41 5 Nov 5 14 23 6 36 - 66 53 66 7 Dec 5 9 18 1 30 - 65 55 94 11

Table 3-13. Average annual weather conditions for Azzawiya


Figure 3-11. Average annual rainfall and temperature In Table 3-14 the average annual conditions for air pressure, cloud amount and fog are presented, refer to Mediterranean Pilot Volume V; 1976.

Average cloud amount (oktas) Month Average air pressure at MSL (mbar) am pm

No. of days with fog

Jan 1018 4 4 1 Feb 1018 3 3 1

March 1016 2 2 1 April 1014 2 2 Rare May 1015 2 1 1 June 1015 1 1 1 July 1015 1 1 2 Aug 1015 1 1 1 Sept 1016 1 1 Rare Oct 1017 2 1 1 Nov 1017 3 2 Rare Dec 1018 4 3 Rare

Table 3-14. Average annual air pressure, cloud amount and fog


3.10 Sea temperature, salinity and density

The average sea temperature near Azzawiya ranges from a minimum of 15°C (in February) to a maximum of to 26.5 °C (in August). On average the evaporation in the Mediterranean region exceeds the rainfall and river runoff. This causes the Mediterranean Sea to have a relatively high salinity. Near Libya the seawater salinity is approximately 38-39 ‰. This results in a seawater density of 1030 kg/m3.


4 SITE CONDITIONS

4.1 General

This section summarises the typical local site conditions, including the following aspects:

• Geology of the region – for information only (see below); • Topography – for information only (see below); • Onshore soil profile – for information only (see below); • Bathymetry and offshore profile – for information only (see below); • Characteristics offshore subsoil – for information only (see below); • Seismic conditions; • Marine growth; • Existing buildings and structures.

Note regarding geology, topography, bathymetry, soil profiles and soil characteristics: This section summarises the geotechnical interpretative report with regard to the geology, topography, bathymetry, soil profiles and soil characteristics. The report was made available by the Owner to his Consultant prior to the Reference Design stage of the project. It is included for information only and should not be relied upon for the Contractor’s design submissions. Additional and extensive Site Investigations at the project location will be performed and the results will be submitted to the Contractors with the other EPC Bid Documents or during the Bid Period. Any changes on the Reference Design following from these new Site Investigation results are not incorporated in the Reference Design of the Azzawiya Oil Harbour They shall form part of the Contractor’s Bid Submissions and the EPC Contract. It shall be noted, by the Contractor, that the existing available information, discussed above, regarding geology, topography, bathymetry, soil profiles and soil characteristics is very limited and all available information is NOT obtained from the project location itself. Most information is taken from the old harbour location some kilometres to the west and taken along the pipelines to CBM2. Any interpretation and successive design results shall therefore only be considered as illustrative. It shall be recognized that the future Site Investigations will very likely result in deviating information and other design results. Therefore the contractor shall revise, update and optimise the design during the Bid Period and in any subsequent design stages, taking into account any new results of site investigations (whether provided during the Bid Period and/or obtained by the Contractor). This includes amongst others:

- Update of the soil factor for seismic design - Liquefaction analysis


- Breakwater design, geotechnical stability and settlements - Quay wall design and foundations - Jetty design and foundations - Mooring and breasting dolphin design - Dredging requirements and quantities - Etc.

Considering the limitations regarding the available information, only a typical soil profile is provided, which was used during the Reference Design process and was assumed as being applicable all over the proposed harbour site.

4.2 Geology of the region – for information only

The refinery is located on the north coast of the ‘Jiffarah Plain’, which is a roughly triangular region bounded by the sea to the north and a prominent Mesozoic limestone and sandstone escarpment, Jabal Nafusah, to the south. From the coast the plain rises gently southwards to approximately 250m above the sea level at the base of the escarpment, which rises steeply to a height of approximately 600m above sea level. The coastal zone is characterised by Aeolian calcarenites and calcareous sandstones with lenses of littoral sand, often containing shells, forming the Gargaresh Formation. These dune deposits are generally well indurate and tend to form low cliffs, although locally marine and fluvial erosion have cut into softer, poorly cemented deposits of the medial zone. The coastal zone can further be characterised as follows:

• Holocene deposits – overlying the Gargaresh Formation: - The on-land deposits cover the small narrow area between the

refinery and the shoreline. These deposits are Aeolian in origin and comprise of silts and sands, principally beach sand with some shell and coral fragments;

- The off-shore deposits which make up the sea bed consist of moderately dense to dense calcareous sand and areas with organic sandy clay, claying sand and some organic material;

• Gargaresh Formation (Pleistocene) – overlying the Jiffarah Formation: - The Gargaresh Formation is characterised by two faces: dune

bedded very weak to moderately strong calcareous sandstone and calcarenites and shelly conglomerates with sands. The upper zone is weathered, while below the weathered zone numerous solution pipes and cavities are encountered;

• Jiffarah Formation (Pleistocene): - The Jiffarah Formation consists mainly of fine sand and silt.


Figure 4-1. Geology of the region

4.3 Topography and onshore soil profile – for information only

Two areas of the onshore project area have been topographically surveyed in the past. These surveys only cover approximately 50% of the onshore project area. These topographic surveys were conducted in 1993 and 2000 each time by a different company. The entire onshore project area shall be topographically surveyed to obtain consistent data and to avoid possible anomalies with past surveys. The topographic survey results are provided to the Contractor in a Bid Addendum. In general the topography of the onshore project area is irregular. The shoreline consists mostly of sea cliffs with occasional small beaches. The sea cliffs range from approximately 1m to 8m in height, above MSL. At the southern boundary of the onshore area, north of the tank farm, the land level is approximately 14m above MSL. From a distance of about 223m to 240m south of Reference Point A a slope is present to the existing tank farm at a land level of approximately 21 m above MSL. The topography as used for the Reference Design is presented in Figure 4-2.


Figure 4-2. Topography of onshore harbour area used for the Reference Design Information from 8 previous boreholes, within the onshore project area is available. These boreholes do not cover the entire onshore area and additional onshore boreholes shall therefore be conducted by the Contractor. The soil data currently available is provided in Table 4-1. Item BH1 BH2 BH3 BH4 Northing/Y (m) 3629469.26 3629435.12 3629485.83 3629489.43 Easting/X (m) 172296.89 172339.42 172339.92 172405.87 Height (m +MSL) 9.23 12.67 8.83 9.31 Depth to ground water 9.5 13.0 8.9 9.6 Soil type: Layer thickness (m) Sand 0.30 0.40 0.40 1.20* Sandstone 20.80 22.40 20.90 20.1 Sand 3.40 2.20 2.90 2.20 Sandstone 3.50 - 0.80 - Total 28.00 25.00 25.00 23.50 BH5 BH6 BH20 BH21 Northing (m) 3629440.22 3629508.45 3629468.45 3629459.45 Easting (m) 172397.71 172448.67 172741.67 172922.67 Height (m +MSL) 13.80 9.31 26.5 10.0 Depth to ground water 12.0 9.5 Soil type: Layer thickness (m) Sand - 0.40 0.60** - Sandstone 23.65 21.4 24.90 10.0 Sand 1.35 1.70 26.50 - Sandstone - - - - Total 25.00 23.50 26.50 10.0 * Man made ground ** Man made ground, clayey sand Table 4-1. Soil data from onshore boreholes


From the available data it is concluded that the upper layer comprises a sand layer of between 0.4m and 0.6m in depth. However, in BH 4 a 1.2m thick layer of sand is noted. It is believed that this area has been filled by previous works to this additional depth to raise the finished level. Then, there is a sandstone layer with a thickness ranging from 20.0 to 25.0m. This is followed by a sand layer with a thickness ranging from 1.5 to 3.0m. In the results from BH 1 and BH3 it can be seen that a sandstone layer of between 0.8m and 3.5m is present. Below the base of the boreholes it is assumed that sand belonging to the Jiffarah Formation is present as was encountered at the offshore borehole locations (see details in Clause 4.4 below).

4.4 Bathymetry and cross sectional seabed profile – for information

4.4.1 General

Bathymetric information is available for the proposed location of the Azzawiya Oil Harbour Project and the area north of the small craft harbour, as both areas have been surveyed in the past. However, it is considered that the details provided are of insufficient reliability or have areas of incomplete data. At the actual shore line a modest vertical drop may be present (cliffs) of approximately 1 to 8m, as detailed in the previous topographical surveys. Along the east-west coastline, it can be seen that a fairly constant, gradually sloping seabed of 1° is present from previous surveys and at about 1100 to 1200m offshore, a seabed level of approximately -20m CD is present, with the depth contours running approximately parallel to the coast. For an indication of the offshore soil profile, three sources are used:

1. Borehole logs (7) taken at the old harbour location, extending to a level of approximately 40 metres below sea level, including results of limited laboratory tests (sieve analysis, triaxial tests, Atterbergs limits);

2. Soil samples taken during the site visit in 2007 at 10 offshore locations;

3. Two sea bottom profiles with trial pits extending over the upper few meters, located along the pipelines to SBM1 and CBM2.

Item 1 above, gives a good estimation of the general composition of the subsoil. This is detailed in Figure 4-3 and summarised in Table 4-2.


Figure 4-3. Bathymetry and offshore profile at old harbour location Parameter MBH1 MBH2 MBH3 MBH4 Northing (m) 3629759.63 3629870.04 3629979.78 3630021.28 Easting (m) 169810.19 169835.73 169842.80 169922.35 Depth (m MSL) -38.50 -41.15 -34.00 -46.20 Soil type: Layer thickness (m) Sea water 8.20 11.20 14.70 16.00 Sand 3.60 6.10 6.55 10.00 Organic silt - - - - Silty sand - - - - Sandy clay - - - 2.20 Silty sand - 2.20 7.55 2.60 Sandstone 18.70 4.50 5.20* 5.70 Silty sand 8.00* 17.15* N/A 9.70* Total of soil layers 30.30 29.95 19.30 30.20 MBH5 MBH6 MBH7 Northing (m) 3630026.30 3630058.40 3630148.05 Easting (m) 169948.34 169959.34 170084.63 Depth (m MSL) -41.30 -43.45 -36.50 Soil type: Layer thickness (m) Sea water 16.00 17.00 18.00 Sand 9.00 7.50 7.00 Organic silt - - 2.00 Silty sand - 2.85 - Sandy clay 2.60 1.65 2.80 Silty sand 2.90 3.50 3.70 Sandstone 4.70 3.30 3.00* Silty sand 6.10* 7.65* N/A Total of soil layers * end of borehole reached Table 4-2. Marine boreholes north of the small craft harbour


The results of the soil samples, which were taken during the site visit in April 2007, are presented in Table 4-3. The locations where the samples were taken are shown in Figure 4-4.

Location D50 (mm) Silt fraction < 63 µm (%)

Shell fragments (%)

Water depth (m below MSL)

1 0.25 Nil 5-10 18 2 0.35 Nil 0-5 12 3 0.30 Nil 0-5 11 4 0.22 Nil 0-5 10 5 0.24 Nil 0-5 10 6 0.15 5-10 0-5 9 7 0.28 Nil 0-5 10 8 0.20 Nil 0-5 8 9 0.23 Nil 0-5 12

Small craft harbour 0.30 Nil 5-10 beach

Table 4-3. Characteristics of seabed samples In general, the off shore subsoil consist of:

• Holocene deposits consisting of sand layers and sandy clay layers; • Calcareous sandstone forming the Gargaresh Formation; • Silty sand forming the Jiffarah Formation.

As indicated in Figure 4-3, the Holocene deposits are of varying thickness up to approximately15 m. The third source (soil profiles along the pipelines to SBM1 and CBM2) however indicates a smaller sand layer with a thickness of only a few metres, on top of soil which was described in the report as partially cemented sand. This is now assumed to be the top side of the sandstone layer.

Sea side

1

23 4 5 6 7

89

Figure 4-4. Locations of seabed samples


The bathymetry / cross sectional profile at the old harbour location and the seabed profiles along the pipelines to the buoys are combined into one assumed / illustrative typical soil profile, which was used for the Reference Design. From the above, it is clear that this is only a very rough estimate, and as indicated before, extensive Site Investigations on the proposed project location are required to determine the actual bathymetry and soil profile. The assumed bathymetry is presented in Figure 4-5. It shall be noted that cliffs may be present along the shoreline and rocky outcrops / calcareous sandstone protrusions may be present within the boundaries of the site. Another important aspect is that the upper (Holocene) layer may in fact consist of both sand and clay layers and may have a thickness which can varies significantly from 0 to approximately 15 metres.

Figure 4-5. General bathymetry and offshore soil profile used in the Reference Design

4.4.2 Characteristics offshore subsoil

The soil characteristics presented here are based on previous site investigations near the small craft harbour. Holocene sand layer The upper seabed layer (Holocene deposits) comprises of fine grained medium dense to dense calcareous sand with shell fragments and caliche. Medium dense to dense packed sand occurs closer to the shore while dense packed sand occurs further offshore. Characteristics of the sand are presented in Table 4-4.


Parameter Range Mean Grading +/-10% gravely sand

73% sand +/-17% silty sand

SPT-(N)- values 22 – 91 Specific gravity [kN/m3] 26.3 – 26.7 2.66 Angle of friction φ [°] (35.0° – 40.5°) (37°) Cohesion c [kPa] 0 0 Total sulphate content [%] 0.103 – 0.686% 0.789% Total chloride content [%] 0.213 – 2.463% 1.338% pH 7.3 – 8.8 8.6 Table 4-4. Holocene sand preliminary characteristics From test results, it appears that the D50 of the sand samples ranges from 0.15 to 0.4mm. The average D90 is approximately 0.60mm and the D10 of the samples is in the range of 0.10 to 0.15mm. In Figure 4-6, soil particle distribution curves are given for two sand samples. Table 4-5 provides an analysis of the two curves and indicates that both silty sand (curve 1) and gravely sand (curve 2) are present: Curve 1 Curve 2 Clay content [%] 0 0 Silt content [%] 22 0 Sand content [%] 78 92 Gravel content [%] 0 8 Table 4-5. Two typical grading curves Holocene sand deposits

Figure 4-6. Two typical grading curves Holocene sand deposits


Holocene sandy clay layer Results from the boreholes undertaken at the old harbour location, indicate the presence of soft to firm organic sandy clay, claying sand and organic material with a thickness ranging from approximately 1 to 2.5m in the Holocene layer. This material is located from the northing coordinate Y 3,631,300 seaward. Table 4-6 gives results of the tests performed on this material. Parameter Range Mean

Grading 8-22% clay content, 31-68% sand content

SPT-(N)- values < 8 Moisture contents [%] 20.2 – 34.7% 24.5% Liquid limit [%] 26 – 39% 32% Plastic limit [%] 17 – 20% 18% Plasticity index [%] 9 – 20% 14% Bulk density [kN/m3] 14.80 – 15.20 15.00 Compression index Cc 0.390 – 0.558 0.474 Consolidation coefficient Cv [m2/yr] 5.78 – 7.07 6.43 Volume compressibility coefficient mv [m2/MN] 0.135 – 0.176 0.156

pH 7.8 – 8.6 8.2 Total sulphate content [%] 0.1 – 0.34% 0.21% Total chloride content [%] 0.54 – 1.44% 0.91% Table 4-6. Holocene sandy clay preliminary characteristics In Figure 4-7, several particle size distribution curves are presented from samples, indicating a relative large amount of silt and sand present in the clay.


Figure 4-7. Typical grading curves Holocene Sandy Clay layer Pleistocene sandstone layer (Gargaresh Formation) Below the Holocene deposits a layer of fine to coarse grained, moderately to completely weathered, weak to moderately strong calcareous sandstone exists (Gargaresh Formation). Moderately weak to moderately strong sandstone occurs closer to the shore while weak sandstone occurs further offshore. The calcareous sandstone tends to be yellowish brown to grey, fine to medium grain stones comprising a large proportion of marine skeletal fragments. A weathered zone some 0.5 - 1.0 m thick can be seen at the surface of the sandstones. Within this zone, the calcitic and aragonitic cement becomes leached out producing a weak to very weak cemented sand. Below the weathered zone numerous solution pipes and cavities (up to 1000 mm, generally in-filled with sand) are encountered throughout the deposit. The sandstone characteristics are presented in Table 4-7. Parameter Value - Onshore Value - Offshore Dry density 1.61 – 1.96 kg/m3 1.53 – 2.37 kg/m3 Porosity 24.3 – 41.1% 16.6 – 48.1% Uniaxial compressive strength 0.74 – 2.77 MN/m2 0.96 – 22.4 MN/m2 Point load index Is(5) 0.31 – 0.61 MN/m2 0.55 – 0.66 MN/m2 Slake durability index (Id) 48.2 – 86.3% - Total sulphate content < 0.26% - Total chloride content < 0.07% - Total carbonate content 43.0 – 49.8 45.9 – 49.0 pH 8.7 – 8.9 -


Table 4-7. Gargaresh calcareous sandstone preliminary characteristics Sandy silt layer (Jiffarah Formation) Below the sandstone, a layer of generally dense to very dense light brown to orangey brown fine sandy silts and silty sands are present, they occasionally contain shell fragments and caliche. Many of the fine grained deposits are believed to be Aeolian in nature and may appear loessic. It is probable that they comprise a mixture of loess and fine dune sands. Grading analysis on samples indicate the deposit to contain between 0% and 25% silt, as detailed in the particle size distribution curves on Figure 4-8. SPT-(N)-values, for the sandy silt layer are over 50.

Figure 4-8. Grading curve range Sandy Silt layer

4.5 Seismic conditions

4.5.1 General

According to the Global Seismic Hazard Assessment Program, the northwest coast of Libya is located in an area that is rated as a “moderate hazard” region for seismic activity. The program was carried out by a number of research institutes under the supervision of the United Nations. The objective of the program was to evaluate the global risk to seismic activity. Figure 4-9 presents the results for the Mediterranean region. Based on this figure, the Peak Ground Acceleration with a return period of 475 years


(corresponding with a probability of exceedance of 10% in 50 years) ranges from 1.0 to 1.3 m/s2 (0.1*g to 0.13*g) at the proposed harbour location.

Figure 4-9. Seismic hazard for Mediterranean region according to GSHAP

4.5.2 Design earthquake conditions

The seismic design of all structures, including all mechanical and civil equipment, shall be in accordance with the most recent update of Eurocode 8 (EN1998) and related documents. The minimum requirements as presented in Table 4-8 shall be adopted. Peak Ground Acceleration

For all structures a Peak Ground Acceleration ag = 0.13g (α = 0.13) shall be adopted, corresponding with a return period 475 years.

Soil Factor1) Based on limited information, the subsoil may consist of a layer of dense sand (N=22-91) overlying a small layer of sandstone of several meters. Below the sandstone a layer of dense silt/sand (N>50) seems to be present with an undefined thickness. In the absence of more information regarding the subsoil, for the design of all structures Soil Type C shall be adopted (ref. EN1998-1:2004 par. 3.1.2), described by: “Deep deposits of dense or medium dense sand, gravel or stiff clay with thickness of several tens to many hundred of metres (SPT(N) = 15-50)”.

Elastic Response Spectra2)

In the absence of more detailed information regarding the surface-wave magnitude, for the design of all structures Type 1 Spectrum shall be adopted (ref. EN1998-1:2004 par. 3.2.2). All design shall consider the elastic response to the seismic actions.

Importance For all structures an Importance Factor γI = 1.0 shall be adopted

Azzawiya


factor (ref. EN1998-1:2004 par. 3.2.1). Performance grade

For all structures a Performance Grade S shall be adopted (ref. PIANC-2001, working group 34), with no damage and no loss of serviceability.

Notes: 1) The soil factor is determined based on very limited soil information obtained

several kilometres away from the site. The final choice of Soil Type, which shall be applicable for the Bid Submissions and EPC Contract, shall be based on the results of the new Site Investigations.

2) Type 1 spectrum is recommended for earthquakes with a surface-wave magnitude MS greater than 5.5. Further study into the seismology of the region, may result in lower magnitudes. In that case Type 2 spectrum could be adopted for the design.

Table 4-8. Minimum design requirements regarding earthquake conditions Seismic forces shall be calculated for each principal axis of the structure. Seismic loads can act in multiple directions. When considering 100% of the load in one direction, at least 40% shall be applied in both the other directions (e.g. 100% in x-direction and >40% in both y-direction and z-direction) (Eurocode 8: Section 4.3.3.5.1). Seismic forces shall be calculated for the full dead weight of the structure; including the dead weight of any supported equipment. Only where appropriate, 50% of the live load shall be applied for the seismic design (BS 6349-2: 1988).

4.6 Marine growth

The effects of marine growth on underwater structures shall be taken into account. Based on CIRIA Underwater Engineering document “Dynamics of Marine Structures” a minimum thickness of 100mm shall be assumed for all permanent structures. The increased diameter of submerged structures due to marine growth shall be taken into account in the calculation of loads. The Mediterranean Sea has a low biomass per unit volume on average due to low nutrient levels. However, it has high diversity (over 10,000 marine species, of which 28% endemic). Seagrass meadows can occur along the Libyan coast, however, they are not expected to be present at the coast near Azzawiya.

4.7 Existing buildings, structures and tie-in points

4.7.1 General

The main obstructions and items of possible relevant influence on the harbour layout are presented with coordinates according to the National Grid Coordinate System. The coordinates of the existing offshore buoys are


provided for the Contractor’s consideration in Figure 1-1 and they shall be taken into consideration when the Contractor is planning the construction works. All coordinates shall be checked by the Contractor.

4.7.2 Existing oil sludge basins

In the onshore harbour area, existing oil sludge basins are present. The northwest corner of this area has coordinates Y 3,630,764 ; X 285,365. The longitudinal and latitudinal distance of this area is respectively approximately 190m and 110m. Removal of the sludge and sanitising of this area is required for the onshore harbour area. A new oil sludge basin area is provided by the Owner, having the following corner coordinates:

• Y 3,630,738.55 m, X 285,025.33 m; • Y 3,630,738.55 m, X 285,085.33 m; • Y 3,630,698.55 m, X 285,085.33 m; • Y 3,630, 698.55 m, X 285,025.33 m.

4.7.3 Existing outfalls in and near the project area

Two outfalls exist either in or near the project area and may have an influence on the final harbour layout. The refinery cooling water outfall has the approximate coordinates Y 3,630,820 ; X 284,910 and is located to the west, outside the boundary of the Project. The Azzawiya sewage outfall has approximate coordinates N 3,630,780 ; E 286,120, which means it is located inside the boundary of the Project. Therefore, this outfall shall be relocated to the east, outside the boundary of the Project.

4.7.4 Existing tie-ins

Tie-in point for product pipelines The coordinates of the existing tie-in location for the product pipelines (Reference Point A) are estimated (by GPS) at approximately Y 3,630,578 m ; X 284,970 m. The level of the tie-in point is estimated at +17m CD. The coordinates and level shall be checked and recorded by the Contractor. Tie-in point for pipelines for utilities For the following utilities the estimated tie-in point is:

• Oil movement control room: Y 3,630,332 m; X 284,906 m;


• Fire main control room: Y 3,630,457 m; X 284,242 m; • 16” fire water tie-in: Y 3,630,593 m; X 284,773 m; • 14” fire water tie-in: Y 3,630,577 m; X 285,124 m; • Sewage tie-in (near lab) Y 3,630,475 m; X 284,258 m; • Compressed air (utilities area): Y 3,630,533 m; X 283,839 m; • Tie-in nitrogen: Y 3,630,103 m; X 284,377 m; • Tie-in spillage: Y 3,630,548 m; X 284,824 m; • Potable water tie-in: Y 3,630,567 m; X 284,920 m.

Tie-in point for electrical items The estimated location of the substation ES3 (in the refinery area) is Y 3,630,324 m ; X 284,929 m. The tie-in points mentioned above are illustrated in Figure 4-10. All coordinates and levels shall be checked by the Contractor. The Bid Submission shall include for the checking of and connection to all tie-in points.

Figure 4-10. Azzawiya oil Harbour tie-in points

4.7.5 Offshore buoys

The coordinates of the existing offshore buoys, which may impose restrictions on the harbour construction, are:

• SBM1: Y 3,632,417.67 m ; X 284,501.94 m (exact); • SBM3: Y 3,632,190.50 m ; X 283,312.50 m (measured); • CBM2: Y 3,631,837.20 m ; X 285,669.22 m (exact):

- Mooring buoy 1: Y 3,631,012.75 m ; X 285,820.33 m; - Mooring buoy 2: Y 3,631,732.81 m ; X 285,832.52 m;


- Mooring buoy 3: Y 3,631,713.57 m ; X 285,653.21 m.


5 GENERAL DESIGN CRITERIA

5.1 Standards, codes and regulations

The design of the Azzawiya Oil Harbour Project, all the elements and structures shall be based on the latest version of the British Standards or alternatively the Eurocodes in combination with the British National Annexes, where relevant. However, where applicable or as directed in the Bid Documents, national Libyan codes and regulations and/or local ARC codes and regulations shall be used for the design of the Azzawiya Oil Harbour Project. Where required other international guidelines and regulations may be consulted for guidance. A list of standards, codes, regulations and other guidelines is presented in Appendix A of this Exhibit C1. It should not be considered as exhaustive but will contain the design aids required for the majority of the Works.

5.2 Units

All units to be used in the Project shall be according to S.I. and thus metric.

5.3 Design life

The design life of the Azzawiya Oil Harbour is 50 years (as stated by the Owner). The design life of a structure or element is the assumed period for which a structure or part of it is to be used for its intended purpose including anticipated normal inspections and normal maintenance but without major repair and/or rebuilding being necessary. During the design lifetime, the safety and integrity of the structure or element shall be fully in accordance with the applicable codes and standards. According to British Standards, the following minimum required design life per harbour structure or element shall be taken into account for the design:

• Quay walls: 60 years; • Open jetties: 45 years; • Superstructure works: 30 years; • Breakwaters and shore protection: 60 years; • Buildings: 50 years.

For electrical, process control and communication installations the following design life per element is required:


• Medium and low voltage switchboards, transformers, cabling, earthing system and cable trays: 30 years;

• Process Instrumentation: 20 years; • Control system and uninterrupted power supplies: 15 years; • All other electrical installations: 20 years.

For mechanical installations the following design life per element shall be adopted:

• Pipelines: 50 years; • Pumps: 50 years; • Tanks: 50 years; • Pipeline utilities (flanges, valves etc.): 50 years.

5.4 Environmental conditions

The harbour and its elements or facilities shall be designed for extreme and operational conditions as defined in this Section.

5.4.1 Extreme design conditions

In the Project the Extreme Design Event shall be defined as the most onerous combination of environmental conditions up to:

• 1 in 100 year wave height; • 1 in 100 year wind speed; • Maximum occurring current speed; • 1 in 100 year maximum and minimum design water level; • Extreme seismic condition (Peak Ground Acceleration).

5.4.2 Operational design conditions

The larger vessels approaching the harbour will be assisted by tugs for safe entry/exit and safe manoeuvring inside the harbour. The tugboats have operational limits for fastening to approaching vessels outside or inside the harbour. At berth the vessels have operating limits for berthing, (un)loading and remaining at berth. These limiting conditions are exceeded for certain times per year, resulting in downtime for the harbour and/or the berths. Operating conditions for tugboats Due to the size of tugboats and their specific function the operational conditions for tugboats are presented in Table 5-1.


Item Operational condition Maximum vessel approach speed for fastening tugs to vessel Vs = 5 – 6 knots

Maximum wave height for fastening tugs to vessel Hs = 1.5 – 2.0 m Average time for fastening operation 10 minutes Table 5-1. Operational conditions for tugboats Operating conditions for vessels The operational limits for vessels during berthing and departing, (un)loading and remaining moored at the berth are presented in Table 5-2. These limits are preliminary guidelines for maximum wave heights and wind speeds. Currents are not considered because currents are relatively small (with maximum velocities of about 0.25 m/s). Operating case (moored vessel) Value of operational limit Vessel approach assisted by tugboats Significant wave height Hs = 1.5 – 2.0 m

Significant wave height Hs = 1.0 – 1.5 m Berthing and departing at jetty Wind speed vw = 12.5 m/s Significant wave height Hs = 1.2 m (head on waves) 1,000 - 35,000

DWT Significant wave height Hs = 0.7 m (beam on waves) Significant wave height Hs = 1.40 m (head on waves) 5,000 - 75,000

DWT Significant wave height Hs = 0.90 m (beam on waves) Significant wave height Hs = 1.6 m (head on waves)

Manifold (dis)connection due to excessive movement*

20,000 - 170,000 DWT Significant wave height Hs = 1.1 m (beam on

waves) * Dependant on vessel size/sensitivity for environmental conditions Table 5-2. Operational conditions for vessels It is envisaged that the vessels should be able to remain moored at the berths in any environmental condition and that only the manifold will be disconnected, resulting in operations being temporarily ceased, causing downtime. No maximum allowed downtime percentage is stated by the Owner, but the design shall strive towards a minimum amount of downtime. A more detailed assessment of the downtime shall be part of the 3-D physical model testing of the berths to be carried out by the Contractor.

5.5 Safety and ignition risk

In case of hazardous products exclusion zones are applicable with regard to the ignition risk during (un)loading:


• For LPG an exclusion zone of 260m around the ship’s manifold during

(un)loading shall be applied. • For oil tankers an exclusion zone of 40m around the ship’s manifold

during (un)loading shall be applied. All structures / facilities shall comply with the relevant and latest international safety codes and standards for oil (products) and LPG terminals. Reference is made to Appendix B of Exhibit C2 for a list of codes and standards. All installations that are located, or partly located, within a hazardous area and that are connected to any source of electrical power must fully comply with the European ATEX regulations.

5.6 Design Loads

The design loads shall include the following:

• Dead loads; • Live (superimposed) loads • Vehicle loads; • Soil loads; • Permanent piping and equipment loads; • Operational, surge and blast loads; • Thermal loads; • Berthing loads; • Mooring loads; • Soil loads; • Environmental loads; • Seismic loads; • Construction loads.

In general, load combinations for operational as well as for extreme conditions shall be considered in the design of the Project. These load combinations shall be in accordance with the governing design codes for the element in question and take into account the appropriate load factors and material factors. Load combinations shall be selected to give the most onerous case likely to occur, taking into account dead loads, live loads, environmental loads, superimposed loads, etc.


5.7 Durability

5.7.1 General

All structures and elements of the Project shall be designed such that all safety requirements imposed by the relevant codes, standards, regulations or Authorities shall be met at the end of the design life, taking into account normal maintenance and only minor repair work (no need for replacement).

5.7.2 Structural steelwork

All structural steelwork which forms port structures and/or substructures shall be sufficient for the design life and as a minimum be protected from corrosion by the following measures (possibly working together in combination):

• Paint coating system; • Cathodic protection (impressed current or sacrificial anode system); • Sacrificial steel corrosion allowance.

The EAU2004 gives the following annual corrosion rates for seawater:

• Splash zone: 0.30 mm/year; • Submerged zone: 0.12 mm/year; • Buried zone: 0.03 mm/year.

Structural steelwork below water (splash, submerged and buried zone) A paint coating shall be applied to all exposed steelwork under water and extend to at least 2 m below the future seabed level. The paint coating system shall have a minimum life to first maintenance of 10 years. All elements of primary structural steelwork below the water level shall also be provided with an impressed current system. The minimum interval between the replacement of sacrificial anodes of the Cathodic protection system shall be 10 years. A steel corrosion allowance of 2 mm shall be considered to account for periods of failure of the Cathodic Protection system over the design life of the structure or element. Structural steelwork above water A paint coating shall be applied to all exposed steelwork above water, including fenders, bollards and quick release hooks. The paint coating system shall have a minimum life to first maintenance of 10 years; then after that have an interval of 5 years between maintenance requirements.


Structural steelwork above water level shall be designed with a corrosion allowance of 2 mm to account for periods between maintenance where the paint system has failed. Fender chains, gratings, bolts and other fixings shall be protected by hot dip galvanising or shall be of stainless steel as specified in the Owner’s Requirements or detailed on the Definition Drawings. Where stainless steel bolts or anchors are to be used and make contact with other dissimilar metals, they shall be electrically insulated to prevent bi-metallic corrosion.

5.7.3 Steel re-bars in reinforced concrete

Design and specification of materials for reinforced elements shall take regard to requirements to achieve a durable and low maintenance structure in the exposed marine environment at the site. The following requirements for reinforcement steel are considered (according to British Standards):

• Reinforcement to be grade B500B in accordance with BS4449:2005; • Exposure class:

- XS3 for concrete in the Tidal, Splash or Spray zones; - XS2 for concrete that is totally submerged - XS1 for concrete not in direct contact with sea water but

exposed to airborne sea salt; • Nominal cover to reinforcement to be 50mm; • Design cover to reinforcement to be 75mm; • Crack widths in the concrete shall be in accordance with the

applicable codes and standards and shall be less than 0.3mm for total operational loads.

5.8 Fatigue

Where appropriate, structures shall be checked for the effects of fatigue in accordance with the requirements of the relevant design codes.

5.9 Construction materials

5.9.1 Rock and granular materials

Several quarries are present within a reasonable distance of ARC and can produce rock and granular materials for the Works, although the quantity is unknown. According to test results of samples made by the quarries, the specific gravity varies from 2600 to 2700 kg/m3 with a compressive strength ranging between 400 to 600 MPa. Applicable standard rock gradations and specifications are listed in Table 3.5 of The Rock Manual – The use of rock in hydraulic engineering (2nd edition);


by CIRIA/CUR/CETMEF; 2007 (hereafter called The Rock Manual). The quarry run, which has a weight range of 0.1 to 500 kg, has a very wide grading and can be characterised with a D85/D15 of greater than 5. The median weight W50 ranges from 20 to 100 kg dependant on the grading. Standard rock gradings are listed in Table 5-3, standard coarse granular rock gradings are listed in Table 5-4 (W50 is median weight of grading) and various other properties of the available quarry material are listed in Table 5-5.

Class (kg) ELL NLL W50 NUL EUL Passing

requirements<2% kg

y<10% kg kg y>70%

kg y>97%

kg 0.1 – 500* 0.1 1 20 – 100 500 700

10 – 60 2 10 27 – 47 60 120 40 – 200 15 40 102 – 150 200 300 60 – 300 30 60 162 – 233 300 450

300 – 1000 200 300 630 – 795 1000 1500 1000 – 3000 700 1000 1878 – 2296 3000 4500 3000 – 6000 2000 3000 4443 – 5046 6000 9000

* Quarry run, properties assumed based on similar projects Table 5-3. Rock gradings [Ref. Error! Reference source not found. – European EN13383 standard gradings] ELL: Extreme Lower Limit – the mass below which no more than 2 per cent

passing by mass is permitted; NLL: Nominal Lower Limit – the mass below which no more than 10 per

cent passing by mass is permitted; NUL: Nominal Upper Limit – the mass below which no less than 70 per cent

passing by mass is permitted; EUL: Extreme Upper Limit – the mass below which no less than 97 per cent

passing by mass is permitted. Class (mm) ELL NLL D50 NUL EUL

Passing requirements

y<5% mm

y<15% mm mm y>90%

mm y>98%

mm 45/125 22.4 45 81 125 180 63/180 31.5 63 114 180 250 90/250 45 90 156 250 360

Table 5-4. Coarse granular gradings

Property Unit Value Dry density, γdry kN/m3 19 Wet density, γwet kN/m3 21

Cohesion kPa 0 Angle of internal friction, φ ° 40

Compressive strength MPA 400


Table 5-5. Minimum properties of quarry material Besides the standard rock gradings and characteristics, rock deviating from these standard gradings and characteristics may be utilised in the detailed design. However, in all cases the EPC Contractor shall prove the suitability (grading, strength, density etc) of all materials for its purpose within the detailed design and shall bear all costs in relation to any extra works or design that are required to rectify the use of unsuitable materials.

5.9.2 Sand fill

Sand fill may be used for several elements and structures in the detailed design. The minimum required properties of sand are listed in Table 5-6. In all cases, sand used for construction purposes shall be non-liquefiable under the design earthquake conditions.

Property Unit Value Dry density, γdry kN/m3 18 Wet density, γwet kN/m3 20

Cohesion kPa 0 Angle of internal friction, φ ° 30

Table 5-6. Minimum properties of sand fill

5.9.3 Concrete

Reinforced as well as mass concrete shall be specified, used in the detailed design and batched in accordance with the applicable codes and standards. Armour elements on the breakwater and pre-cast block wall type structures shall be made of mass concrete. The minimum required properties of concrete are listed in Table 5-7.

Property Unit Value Density plain, γc kN/m3 24

Density reinforced, γc kN/m3 25 Strength class - C35/45

Table 5-7. Minimum properties of concrete (pre-cast and in-situ)

5.9.4 Structural steelwork

The minimum properties of the structural steel are listed in Table 5-8. Higher grades may be allowed where appropriate, after the agreement of the Engineer.

Property Unit Value Density, γs kN/m3 77

Quality grade - S355 Yield stress N/mm2 355

Table 5-8. Minimum properties of structural steelwork



6 SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR NAUTICAL MANOEUVRING AREAS

6.1 General

The nautical manoeuvring areas shall have sufficient water depth and width for the safe navigation of all design vessels at all operational, environmental and tidal conditions. These areas comprise the navigation channel, turning circle, harbour basin, berths, berth pockets and any other areas shown on the detailed drawings.

6.2 Navigation channel

The navigation channel marks the safe shipping lane for vessels approaching and departing the harbour. It is envisaged that to obtain the minimum time for transfer along the channel and to minimise the risk of grounding or collisions, the approach channel shall meet the following requirements:

• The channel shall have sufficient water depth; • The channel shall have sufficient width; • The channel shall have sufficient length for tug boats to fasten to

vessels and for vessels to come to a safe stop; • The channel shall have marking lights and buoys, based on 24 hour

operations in the harbour. The navigation channel shall have the following dimensions:

• Inner channel length: 900 m; • Fairway length: 2400 m; • Channel width (at bottom): 250 m; • Outer channel depth: –21m CD; • Inner channel depth: –20.20m CD.

6.3 Harbour basin

In the harbour basin, vessels are safely manoeuvred or turned (with the aid of tugs) for approach to or departure from the Berths. There are various elements that make up the harbour basin. These are the turning circle, berths, berth pockets and the other navigable areas between these elements. The various elements of the harbour basin shall therefore meet the following requirements: Turning circle


• The turning circle shall have sufficient water depth for all manoeuvres;

• The turning circle shall have a minimum diameter of 450m and a minimum depth of –16.70m, based upon manoeuvres by vessels with a maximum draft of 14.5m;

• The turning circle shall have its location at the end of the approach

channel where the vessels come to a stop; Berths and berth pockets At the berths sufficient space and depth is required to ensure safe manoeuvring near the berth and for safe berthing and departing of vessels. The berth pockets shall therefore meet the following requirements:

• The berth pockets shall have sufficient water depth so that the design vessels will not ground under any conditions;

• The berth pockets shall have sufficient length to account for safe

vessel approach under small angles and for the eccentricity of the design vessel’s manifold;

• The berth pockets shall have sufficient width for safe vessel approach

and to account for additional manoeuvring space for tugboats.

• The berth pockets shall have adequate scour protection to prevent the ships propellers washing out material underneath/in front of the quay walls.

The berth pockets shall have the (minimum) dimensions listed in Table 6-1. The water depths between the berths and the turning basin shall be sufficient for safe manoeuvring and to prevent grounding of the design vessels at any combination of operational, environmental or tidal conditions. Minimum required depths in the harbour are indicated on the Definition Drawings.

Berth Parameter Dimension Length (m) 295 Width (m) 65 4

Depth (m CD) -13.60 Length (m) 317 Width (m) 70 5

Depth (m CD) –15.40 Length (m) 387 Width (m) 80 6

Depth (m CD) –19.30 Table 6-1. Minimum berth pocket dimensions


Behind the berths, i.e. between each berthing line (approximately in line with the breasting dolphins) and the mooring dolphins and over the full length of the berth pockets, sufficient water depth is required to allow safe manoeuvring of tugboats. The minimum bottom level shall be –6 m CD.

6.4 Aids to Navigation

General Real-time ship manoeuvring simulation tests have been undertaken on the proposed layout and from the results of the simulations the following Aids to Navigation shall be provided as detailed on the Definition Drawings:

• Two (2) leading lights and day-markers shall be placed onshore behind the turning circle and aligned with the centreline of the turning circle/navigation channel;

• At the head of each breakwater navigational lights shall be provided,

marking the harbour entrance;

• Five (5) buoys shall indicate the approach channel: two (2) green starboard lateral marks and three (3) red port lateral marks.

The aids to navigation shall be in accordance with IALA and local regulations And the final detailed requirements shall be established by the Contractor. For the design of the aids to navigation all environmental and tidal conditions stipulated in this document shall be taken into account, as well as (but not limited to) the following information: Water depth The absolute water depth at any point along the approach channel shall be a minimum of 21m and a maximum of 23m dependant on the tide level. Visibility The minimum visibility is the historic value of meteorological visibility at the site that is met or exceeded 90% of the time. This value must be used to establish the minimum luminous intensities required to ensure that the leading lights are visible as leading line signals at least 90% of the time. The design visibility for the Aids to Navigation is 10 nautical miles. The Contractor shall ensure that his design for the leading lights means they are visible 90% of the time


Atmospheric transmissivity The atmospheric transmissivity (T) is defined as the transmittance or proportion of light from a source that remains after passing through a specified distance through the atmosphere, at sea level. No local data is available on the transmissivity therefore, the Bidder must allow within the Bid Submission for a typical atmospheric transmissivity of 0.74 over one nautical mile at the Project. Background Lighting With a refinery and oil storage tanks near the port the background lighting at night for the approach channel and port area shall be considered as substantial (considerable)in the Contractor’s designs. Typical cargo vessels Design vessels for the port are mainly product tankers, ranging from 35,000 to 170,000 DWT. For these vessels the observer eye height shall be in the range of 15 to 45m above the water level for use in the Contractor’s designs.


7 BREAKWATER AND REVETMENT DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA

7.1 General

This section presents the specific boundary conditions for the design of the breakwaters and harbour revetments. The design water levels and extreme wave conditions for which the breakwaters and revetments shall be designed are presented in Section 3. The location and setting out of the breakwaters and revetments, the Contractor shall refer to the Definition Drawings. The following requirements shall be the minimum requirements for design:

• The breakwaters and revetments shall have a sufficient crest height above the waterline to maintain acceptable wave overtopping volumes as detailed in Section 7.2 of this document;

• The armour layer units shall be of sufficient weight to create stable

breakwater slopes to the gradients as detailed on the Definition Drawings;

• The breakwaters and revetments shall have a sufficient system of

stable under layers and core at the gradients as detailed on the Definition Drawings;

• The breakwaters and breakwater structures shall have sufficient

strength to withstand hydraulic impact forces (e.g. seawall on breakwater crest and armour units);

• The breakwaters and revetments shall have a sufficient damping

effect to minimise wave reflections;

• Provision shall be made at, the breakwater heads to accommodate the aids to navigation, indicating the harbour entrance;

• The main and lee breakwater crests shall be wide enough to

accommodate all the structural, mechanical and electrical elements as indicated on the Definition Drawings. Such as but not limited to an inspection road (main breakwater only), seawall and lighting.

7.2 Overtopping

Breakwaters


The breakwater will not provide the foundation for a pipe rack and the presence of personnel on the breakwater in a 1/100 year storm is considered highly unlikely. Hence, the maximum acceptable wave overtopping volume used in the design of the breakwaters shall be 10 l/s/m (0.01 m3/s/m) for the extreme 1/100 year conditions. For operational (annual) conditions the maximum acceptable wave overtopping volume shall be 0.1 l/s/m. Harbour revetment The harbour revetment / dissipating beach structure is located along the shoreline in the harbour. Directly behind the harbour revetment, access roads and pipelines may be present. Although cars and people are not expected to be using the revetment area, the maximum acceptable wave overtopping volume at the harbour revetment shall be 1 l/s/m.

7.3 Hydrographical conditions

The hydrographical conditions applicable for the breakwater design are as detailed in Section 3 of this document.

7.4 Design approach and criteria

7.4.1 Design approach

The design shall comprise rubble mound breakwaters, including quarry rock as much as possible. The armour layer may comprise double or single layer concrete units. In the Reference Design the concrete unit “Accropode” was selected, refer to Exhibit C2 – Technical Specifications, but the Contractor may come up with alternatives. The harbour revetment shall have a rock armour layer of quarry rock where possible. The Contractor shall ensure that the stability of the harbour revetment is adequate and shall provide full details with their Bid Submission, including but not limited to gradings, thicknesses and gradients. The design of the breakwaters and revetments can be summarised as the following items/processes:

• Armour layer design; • Crest width and height design; • Under layer and core design; • Toe / Berm design (including Geotextile below the structure); • Seawall design; • Geotechnical stability check;


- Slope stability; - Settlement sensitivity - Seismic design (check for liquefaction).

7.4.2 Armour layer stability criteria

The armour layer units shall be designed according The Rock Manual. The stability of armour rock and armour units depends on the allowed damage level, which shall be determined by the Contractor in his detailed design and included in his Bid Submission.

7.4.3 Crest width and height based on overtopping assessment

The breakwater width and height shall comply with the maximum overtopping volumes as per Section 7.2. The overtopping assessment used in the for the Reference Design was based on The Rock Manual and “Design Overtopping of Seawalls – Design and Assessment Manual; by HR Wallingford Ltd R&D Technical Report W178, February 1999”. The design of the width and radius at the breakwater heads is based on the recommendations by Sogreah [see www.sogreah.fr.

7.4.4 Under layer and breakwater core design

Under layer(s) The weight of quarry rock in under layers below the concrete armour units shall be in accordance with the following (reference is made to The Rock Manual)

• The median mass (M50) of the under layer quarry rock be approximately equal to but no less than 10% of the armour unit mass;

• The minimum and maximum mass of the under layer quarry rock shall

be between 7% and 14% of the armour unit mass; Any other filter- or under layers (e.g. extra filter layer under the breakwater toe) shall be in accordance with the granular filter rules of Terzaghi (reference is made to The Rock Manual). Breakwater core The breakwater core shall consist of quarry run having an estimated grading of 1kg to 500 kg, with a median mass in the range of 20 – 100 kg. The breakwater core material shall comply with the filter rules as presented above.


7.4.5 Toe and berm design

Toe and berm design shall be in accordance with The Rock Manual. The stability of toe and berm units/material depends on the allowed damage level, which shall be determined by the Contractor in his detailed design and included in his Bid Submission.

7.4.6 Seawall design

A seawall may be applied on the breakwater crest in order to provide for an inspection road and to reduce the probability of wave overtopping at the crest. The seawall shall be founded on a sufficiently small quarry rock gradation (levelling layer) in order to create a smooth foundation surface for the base of the seawall. The seawall shall be designed such that the settlements of the breakwaters calculated by the Contractor can be accommodated. The seawall shall have sufficient stability and resistance to sliding, overturning and uplift taking into account the critical load combination of all possible loads (such as but not limited to wave loads, seismic loads, uplift due to waves, etc.). The safety factors utilised in the Contractor’s detailed design shall be determined by the Contractor in accordance with international standards.

7.4.7 Geotechnical stability

The overall geotechnical stability of the breakwater shall be checked taking into account all possible failure mechanisms according to the international codes and standards. In addition, settlements shall be limited, ensuring the functional requirements. Therefore the Contractor shall ensure, amongst others:

• Always full integrity of the breakwater armour units and layers; • No damage to crown or crest elements; • No increase in overtopping;

The above list is not exhaustive and the Contractor will be deemed to have allowed for the breakwater settlements, calculated in their design, in all elements and structures placed on or connected to the breakwaters.

7.4.8 Breakwater testing by 2-D and 3-D physical models

The Contractor shall test his breakwater design with the aid of physical model testing, taking into account the specified criteria for wave overtopping and breakwater damage / stability.


8 QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA

8.1 General

Berth 7, the small craft harbour, and Berth 8, the material offloading facility (M.O.F.), require quay walls with rock and sand fill behind to form the quay areas of the Berths. The location and main dimensions of the quay walls are detailed on the Definition Drawings. The detailed design of the quay walls on Berths 7 and 8 shall include for deck furniture, such as bollards, fenders, access/emergency ladders and all other items as specified in the Owner’s Requirements or detailed on the Definition Drawings. The M.O.F. shall be capable of accommodating side unloading of heavy cargo from the design vessels and shall be designed for the large surcharge loads, mobile loads, dead loads and shall be capable of accommodating specific equipment specified in the Owner’s Requirements, such as multi-axis trailers (SPMT’s, see appendix D).

8.2 Design vessels at small craft harbour and M.O.F.

The small craft harbour will be designed to accommodate tugboats, a bunker shuttle tanker, a work barge and several launches which are currently situated in the existing small craft harbour. The M.O.F. will be designed to accommodate heavy cargo vessels with side unloading by means of ship mounted cranes or alternatively by mobile cranes operating from the M.O.F. Tugboats Real time ship manoeuvring simulation tests of the design vessels in the future harbour have shown that three tugs with an average bollard pull of 40 tonnes Safe Working Load will be required in the Project. Two tugs shall be of the conventional type and 1 tug shall be an “ASD”, Azimuth Stern Drive tug, which provides high agility and manoeuvrability. Applicable tugboat particulars are listed in Table 8-1. This information is taken from the company “Damen”. An example specification of the conventional “Stan tug” is included in Appendix E. Tug particular Unit Conventional tug ASD tug Type - Stan tug 2208 ASD tug 2310 Displacement tonnes 271 545* Length overall Loa m 22.64 22.73 Beam m 8.25 10.43 Depth at sides m 3.74 4.50 Draught aft m 3.70 4.50* Power kW 2 x 1035 2 x 1500


Bollard pull tonnes 40.1 46.6 Speed kn 12.2 11.3 * Estimated, not specified Table 8-1. Main particulars of conventional and ASD tugboat Bunkering tanker A bunker shuttle tanker will be used for the supply of bunker fuel oil and bunker gasoil to the oil tankers, product tankers and LPG carriers. The import of bunker fuel and gas oil is planned for Port Development Phase II. Therefore, the bunker shuttle tanker is not required in Port Development Phase I. However, the quay wall and area behind (including quay furniture) required for the bunker shuttle tanker shall be constructed in Port Development Phase I. The main particulars of the bunker shuttle tanker adopted for the Project are listed in Table 8-2. Particular Unit Value Deadweight tonnage tonnes 1620 Capacity m3 1630 Length overall Loa m 56.5 Beam m 10.5 Draught m 4.8 Depth m 6 Power kW 2 * 225 Table 8-2. Main particulars of bunker shuttle tanker Work barge The dimensions of the existing work barge are listed in Table 8-3. Any quay wall and quay furniture provided shall be capable of accommodating the existing work barge. Particular Unit Value Length overall Loa m 35.0 Beam m 9.25 Draught m 2.7 Table 8-3. Main dimensions of the ARC work barge Existing launches The 4 existing launches must also be accommodated at the small craft harbour. The main dimensions of the launches for the purposes of quay wall and quay furniture design are listed in Table 8-4.


Particular Unit Value Displacement tonnes 75* Length overall Loa m 15.7 Beam m 4.8 Draught m 1.7 * Estimated, not specified Table 8-4. Main dimensions of the 4 ARC launches M.O.F. vessel The main particulars of the design heavy cargo vessel adopted for the Project are listed in Table 8-5. Particular Unit Value Deadweight tonnage tonnes 13,000 Length overall Loa m 140 Beam m 28.0 Draught m 8.5 Depth m 12.5

Main kW 2 x 4000 Power Bow thruster kW 800 Table 8-5. Main particulars of refinery equipment/materials vessel It is emphasised that during the Port Development Phase I the tugboats, launches and work barge shall need to be accommodated and during Port Development Phase II the heavy cargo vessel and bunker shuttle tanker shall also be accommodated. However, all quay walls including quay furniture and facilities shall be part of the Port Development Phase I Works.

8.3 Manoeuvring area and access to areas

The following should be considered by the Contractor when undertaking the design and planning his works in the area of the small craft harbour and the M.O.F:

• During the Port Development Phase I, refinery equipment /materials shall be transported to the refinery area and the berths shall have sufficient space for unloading, handling and transport of this equipment/materials.

• Space reservation for an access road from the M.O.F. to the refinery

area shall be taken into account in Port Development Phase I.


• The access road shall allow sufficient space, acceptable slopes and gradual curves for heavy cargo transport to and from the M.O.F.

8.4 Specific boundary conditions for quay wall design

8.4.1 Quay wall layout and coordinates

The location and layout of the quay wall for the small craft harbour and the M.O.F. can be set out using the coordinates (along the quay wall front) as presented in Table 8-6 and Figure 8-1. Point Northing (m) Easting (m) QW1 3,630,838.46 286,077.67 QW2 3,630,858.46 286,077.67 QW3 3,630,858.46 286,217.67 QW4 3,630,958.46 286,217.67 QW5 3,630,978.46 286,217.67 QW6 3,630,978.46 286,257.67 QW7 3,630,858.46 286,257.67 QW8 3,630,858.46 286,297.67 QW9 3,630,838.46 286,297.67 Table 8-6. Coordinates of quay wall alignment The layout is defined by the setting out line connecting all the setting out points (see also Figure 8-1). This line denotes the front edge of the capping beam.


ASD tug Stan tugs Launches

Workbarge

Bunkertanker

HeavyCargovessel

Setting out line

QW1

QW2 QW3

QW4

QW5 QW6

QW7 QW8

QW9

Figure 8-1. Quay wall outline and coordinates

8.4.2 Quay wall levels

All levels for the quay wall structures and elements are given in metres relative to Chart Datum (CD), which equals the Lowest Astronomical Tide. Specific requirements with respect to the levels are:

• Top level (cope level) of the quay wall is +5.0m CD: - The top level of the quay shall be higher than the wave level

elevation during the 1/1 year wave conditions.

- The critical diffracted wave height is approximately 2.2m.

- The corresponding maximum wave height is 4m.

- Due to the oblique angle of incoming waves no full reflection will take place within the harbour and a reflection coefficient of 50% shall be taken into account in the design, resulting in a standing wave height of 6 m (instead of 8 m).


- The minimum top level of the quay is + 0.5 (MHWS) + 0.60*6.0 +0.3 m= + 4.4m CD. Therefore, a top level of +5.0m shall be applied.

• Minimum required bottom levels at quay walls (UKC is under keel

clearance): - - Tug berth: Level = –5.0m CD (incl. 10% UKC); - - Bunker tanker: Level = –5.5m CD (incl. 10% UKC); - - M.O.F.: Level = –9.5m CD (incl. 10% UKC); - - Work barge: Level = –3.0m CD (incl. 10% UKC); - - Launches: Level = –2.0m CD (incl. 10% UKC).

8.5 Design loads

General The quay walls shall be designed to resist the design loads as defined in this section. Dead weight of structures Deadweight of structures shall include the weight of all structural components. Buoyancy loads Buoyancy loads shall include the uplift due to submergence in sea water considering a mass density for sea water of 1030 kg/m3. Soil and differential water loads The quay walls shall be designed to resist the following loads:

• Horizontal active earth pressures developed by the weight of the soil behind the quay wall and any surcharge load acting on top of it, both under static and dynamic (e.g. seismic) conditions;

• Hydrostatic pressure due to a difference in water levels across the quay wall, including effects of waves and possible saturation of soil behind the quay wall. During seismic events, dynamic water effects shall be also be considered as a design load.

The stability of the quay wall shall be assessed for high water levels and low water levels:

• For (non-) earthquake conditions the design high and low water level shall be taken as HAT (+ sea level rise) and LAT (no sea level rise) respectively;


• For storm conditions the extreme design water levels shall be used. Bollard loads British Standards (BS6349-1) gives bollard loads for vessels up to 20,000 tonnes displacement when detailed information on mooring loads is not available. The quay for tugs, bunkering tanker, work barge and launches will be provided with bollards based on the bunkering tanker displacement, being 1620 tonnes. A safe working bollard load of 150 kN shall be applied for these vessels. The design vessel at the M.O.F. has a displacement of 13,000 tonnes, thus resulting in a safe working bollard load of 600 kN. Bollard loads should be considered acting at any angle to the longitudinal direction toward the water. Line pull forces up to 45° above the horizontal shall be taken into consideration. Fender loads The quay wall shall be provided with fenders capable of absorbing the abnormal berthing energy from berthing vessels. The abnormal energy is determined by the normal berthing energy multiplied by a safety factor. The berthing energy shall be determined according to Trelleborg [Trelleborg Marine Systems; Safe Berthing and Mooring; 2007] and PIANC guidelines [PIANC; Fendering Guidelines, Report of WG 33; 2002]. Table 8-7 summarises the minimum required parameters to determine the normal and abnormal berthing energy for the vessels. This table is based on the following:

• Difficult berthing conditions, sheltered location; • Side berthing at a closed structure.

Item Unit Tugboat Launch Bunker tanker

Heavy cargo vessel

Displacement Tonnes 545 75 2,000 17,500 Design vessel speed m/s 0.5 0.5 0.3 0.15 Berthing angle (max.) ° 10 10 7.5 7.5 Impact point from bow % 50 50 25 25

Safety factor for abnormal berthing - 2.0 2.0 1.75 1.75

Table 8-7. Berthing energy design criteria


Surcharge loads The nominal surcharge load to be used in the design of all quay walls is 10 kN/m2. A larger surcharge of 40 kN/m2 is applied at locations where equipment loads, after unloading from the heavy cargo vessel, are (temporarily) stored on the quay. At the M.O.F. a minimum surcharge of 56.5 kN/m2 is applicable to account for refinery equipment loads on top of SPMT’s (self propelled modular transporter). The surcharge load acts uniformly on the fill behind the quay wall and will be added to the horizontal active earth pressure on the quay wall. Vehicle loads Superimposed loads from mobile equipment come from multi-axis trailers (SPMT’s) and possibly from mobile cranes. The Contractor shall determine the suitable equipment (and subsequent loads on the quay wall) to transport the future refinery revamp material from the M.O.F. to the refinery area. The main relevant refinery material to be unloaded and transported are listed in Table 8-8. All vehicle loads shall include an additional 20% into the working loads due to dynamic loading of equipment in motion. Refinery material Weight (tonnes) Length (m) Width (m)

Gas turbine package plant 75 11 7

Distillation unit 12 7 5 Distillation tower 86 33 (height) 5.5 (diameter) Table 8-8. Refinery material to be unloaded at the M.O.F. The quay wall design shall be able to cope with the surcharge of 56.5 kN/m2 or the applicable vehicle loads (to be determined by the Contractor), whichever is larger. Wave loads Wave loads are site or location specific. The wave loads are considered as being a momentary water level reduction at the seaside of the wall (resulting in a more critical situation).


The maximum reflected wave height in front of the quay wall is 6m (depth limited). The maximum water level reduction is therefore taken as the wave amplitude of 3m. Seismic loads The earthquake loading on the quay wall shall be determined in accordance with Eurocode 8 [Eurocode 8; Design of structures for earthquake resistance – part 5: Foundations, retaining structures and geotechnical aspects; 2004].

8.6 Design approach

The design of the quay walls shall be undertaken using the latest versions of internationally recognised codes and standards as set out in the Owner’s Requirements and shall consider all possible failure mechanisms. Several normal, extreme and seismic load combinations shall be considered, taking into account all partial load factors and material factors. In accordance with the requirements of Clause 4.5, sufficient redundancy and safety against failure should be left under the design earthquake conditions. The Contractor is free to choose the type of structure for the quay wall. This may be caissons, block walls, anchored quay walls, etc. Applicable design safety factors shall be determined and used by the Contractor according to internationally recognised codes and standards.


9 JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND DESIGN CRITERIA

9.1 General overview

The Project shall provide 3 new product Berths capable of import and export of various petrochemical liquid bulk goods. These Berths shall provide a berthing jetty, all facilities and all installations for safe and reliable operations at the required capacity for each Berth as applicable. The jetties shall be suitable for a range of vessels up to 170,000 DWT in size. Handling of specific products is assigned to specific Berths. The vessel particulars presented in this Chapter are derived from PIANC guidelines For an overview of the locations of the Berths, jetties, etc. refer to the Definition Drawings.

9.2 Design vessels

9.2.1 Berth 4

The Berth shall be designed to handle a variety of oil product tankers, meant for transport of white products (e.g. kerosene and gasoline), base oil and asphalt, and to handle LPG carriers. The oil product tanker sizes and LPG carrier sizes range from 1,000 to 35,000 DWT. The design vessel characteristics for the smallest and largest vessels at Berth 4 are listed in Appendix E. For the design of the structures and associated facilities the full range of design vessels calling at Berth 4 shall be accommodated by the Contractor’s design.

9.2.2 Berth 5

The jetty shall be designed to handle a variety of oil product tankers, capable of transporting white products and black products (being crude oil, reduced crude, heavy fuel oil and bunker fuel oil). The tanker sizes range from 5,000 to 35,000 DWT for white products and 5,000 to 75,000 DWT for black products. The design vessel characteristics for the smallest and largest vessels to be accommodated at Berth 5 are listed in Appendix E. For the design of the structures and associated facilities the full range of design vessels calling at Berth 5 shall be accommodated by the Contractor’s design.


9.2.3 Berth 6

The jetty shall be designed to handle a variety of oil tankers, capable of transporting black products. The tanker sizes range from 20,000 to 170,000 DWT. The design vessel characteristics for the smallest and largest vessels to be accommodated at Berth 6 are listed in Appendix E. For the design of the structures and associated facilities the full range of design vessels calling at Berth 5 shall be accommodated by the Contractor’s design.

9.3 Jetty locations and orientation

The location and orientation of the Berths 4, 5 and 6 are shown on the Definition Drawings and in Figure 9-1.

Figure 9-1. Location and orientation of berths

9.4 Loading platforms

The location and orientation of the loading platforms can not be changed by the Contractor. The structural design and dimensions of the platform shall be designed in accordance with the appropriate internationally recognised codes, standards and regulations.


The loading platforms shall accommodate all items necessary for the operation of the marine facilities and as required by the topside design. They shall include as a minimum the following:

• Unloading/loading facilities, pipelines, valves and other related equipment required for the operation of the Berth, taking into account the requirements of Port Development Phase I and II;

• Walkways; • Drainage system; • Berth control booth; • Vessel access structure; • Area lighting; • Safety equipment; • Fire fighting equipment and automatic/manual components of alarm

system • Security equipment.

9.4.1 General requirements for Loading Platforms

• The platforms shall be suitable to withstand all environmental loads from wind, waves, currents, earthquakes, etc. without losing their stability and function;

• The platforms shall provide support for all topside structures, facilities and superimposed loads for the two Port Development Phases;

• The platforms shall provide all necessary access and space required for the safe and efficient operation of the berths;

• Design of the platform structure shall include for wave loading. However, the level of structural elements such as beams, deck slabs, etc. shall not be less than the peak wave crest elevation at the location of the structure;

• A uniform design load of at least 25 kN/m2 shall be applied to the areas of the platform which are not covered by other permanent equipment;

• A single outrigger point load of 300 kN (mobile crane) on an area of 1.0 x 1.0 m2 (wherever possible) in combination with a uniform load of 25 kN/m2 to be applied to areas of the platform not covered by other permanent equipment;

• The platforms shall provide sufficient space for manoeuvring a 30 tonnes mobile crane (two axles of 12 tonnes each) and smaller vehicles.

9.4.2 Lay-out of the loading platforms

• The loading platforms shall comprise a main deck and if required an elevated platform supporting topsides facilities;


• The platforms shall have clearly designated areas for the access and parking of traffic, including mobile cranes with a lifting capacity of up to 30 tonnes and fire appliances;

• Clear pedestrian access walkways shall be designed, or dedicated parts of the general access facilities shall be designated for pedestrian access and suitably separated from other traffic;

• Safe access routes shall be designed to the moored vessels, all scaffolds, all other facilities on the platforms, breasting dolphins and mooring dolphins.

9.4.3 Unloading facilities, pipelines and other associated equipment

• On the platforms a sufficient number and type of loading arms shall be designed with an envelope and location on the platforms suitable to handle the complete range of vessels expected at the Berth, at all tides and under operational environmental conditions;

• Loading arm movement and status shall be monitored by an automatic system in accordance with the Owner’s requirements or as detailed on the Definition Drawings;

• tools, compressed air, trenching cables , ducts and all other items related to the services required at each loading platform shall be provided;

• On each platform a sufficient amount of space shall be reserved for all the pipelines, valves and associated fittings required.

9.4.4 Walkways

• The walkways shall have a minimum clear width of 0.75 m and shall be provided with heavy gauge handrails (handrails that can folded down shall be used in areas where the walkways interfere with the mooring lines), knee railing, toe plates and anti-slip gratings;

• Stairways shall be provided where there is a change in level. Warning notices will also be provided identifying the locations of these changes in level.

9.4.5 Drainage

• The platforms shall be provided with a drainage system for rain water; • The platforms shall be provided with a drainage system and a local

containment system for any product spillage (separated from the rain water drainage);

• Containment areas around equipment that may give rise to contaminated liquid on the jetty deck shall be provided;

• Drainage systems for these containment areas shall be provided; • Drainage from all other areas shall be dealt with in accordance with

methods to be agreed with the local regulatory authorities.


9.4.6 Berth control booth

• On each Berth a berth control booth shall be designed taking into consideration all appropriate safety aspects;

• The size of the berth control booth shall be sufficient to locate all appropriate control systems, as well as seating areas, closets, toilets, etc. for 4 number of staff.

9.4.7 Vessel access structure (VAS)

• A Vessel Access Structure (VAS) shall be designed on each platform for the safe access to and from the vessels;

• Features of the VAS shall be appropriate to accommodate the deck landing areas of oil tankers and LPG carriers at all ranges of loading/unloading and tidal conditions;

• The VAS shall be located in a position to allow access of supply vehicles (small trucks up to 10 ton);

• The VAS shall be located in a position to permit personnel embarking and disembarking the vessels near the accommodation area;

• The VAS shall have a small crane for supplying the vessels with a lifting capacity of 2 tons and a range of 12 m.

9.4.8 Area lighting

• Lighting shall be applied on the platforms to guarantee sufficient visibility at all times to allow for 24 hour operation at the Berths..

9.4.9 Safety equipment

• Safety equipment including hand railing, stairways, ladders, chains, lifebuoys, radar reflectors and other navigation warning lights, etc. as well as ample fire-fighting equipment and fire monitors shall be present on the platforms and shall be designed in accordance with the internationally recognised codes, standards and regulations;

• Fire detection devices shall be applied at each product berth, including alarm devices and remote shutdown systems;

• Gas detection devices shall be applied at each product berth where K0 and K1-products are handled.

9.4.10 Security equipment

• Security measures including restricted access areas, cameras, etc. shall be present on the platform and shall be designed in accordance with the ISPS codes and with the requirements of the local regulatory authorities.


9.4.11 Edge protection

• The edges of the loading platforms shall be protected where appropriate with heavy gauge handrails, knee railing and toe plates.

9.5 Access trestle

The location and orientation of the access trestle have been fixed by the Owner as shown on the Definition Drawings. The structural design of the trestle has to be designed in accordance with to the relevant internationally recognised design codes, standards and regulations, with the minimum requirements as listed in the Owner’s Requirements. The jetty trestle will connect the loading platforms to the shore, or to a main artery trestle and then to the shore. The trestles will at least comprise the following:

• Access road; • Pipe bridge; • Cableways; • Area lighting; • Safety equipment; • Security equipment.

9.5.1 General requirements

• The trestles shall be suitable to withstand all environmental loads from wind, waves, currents, earthquakes, etc. without loosing their stability and function;

• The trestle structures shall provide support for all topside structures, facilities and superimposed loads;

• The trestles shall provide all necessary access and space required for the operation of the berths;

9.5.2 Roadway

• The access roadway shall permit access from the shore to the loading platform for vehicles including 30t mobile cranes and fire appliances;

• The roadway shall be supplied with safety fencing on both sides; • The roadway shall be designed as a single lane road with

turning/passing areas at every berth location; • Drainage from the roadway shall be dealt with in accordance to the

local regulatory authorities requirements; • Access roadway shall have a minimum 4.00m net width; • The access road shall be designed for the following loadings:

- HA highway loading (BS5400);


- A single nominal wheel load of 100kN with an effective pressure of 1.1N/mm2 on a circular (340mm diameter) or square (300mm) contact area;

- A 30 tonnes mobile crane, with two axles of 12 tonnes each; - A maximum single outrigger point load of 300kN on an area of

1.0 x 1.0m, which can act over the complete roadway; - A lateral impact load of 200kN for the design of the upstanding

road edge (load may be considered as an extreme load); • Handrails shall be designed for a horizontal loading of 0.5kN/m

applied to the top rail together with any service loads (e.g. cable trays).

9.5.3 Pipe bridge

• The pipe bridge shall accommodate all pipelines required for the product transport from and to the berths;

• The pipe bridge shall accommodate all other smaller diameter service pipelines and cables ducts;

• Supports, anchors and guides shall be provided as required by the topside design;

• The pipe bridge shall have a continuous slope of 1:1000 from the loading platforms to the shore for clearing the pipelines under gravity; this only allows the use of horizontal loops and no bellows or locally elevated sections;

• Pipeline expansion loops are required at intervals of about 125 to 150m along the pipe bridge depending on the Contractor’s pipeline design;

• The pipeline expansion loops shall have a minimum distance of 10m transverse to the pipe bridge as well as a minimum of 10m in the direction of the pipe bridge;

• Horizontal expansion joints shall be provided with an additional walkway to allow access;

• Only one layer of pipelines shall be permitted in the design.

9.5.4 Area lighting

• Lighting shall be applied along the roadway and pipe bridge to guarantee sufficient visibility at all times to allow for 24 hour operation at the Berths.

9.5.5 Safety equipment

• Safety equipment comprising hand railing, ladders, chains, lifebuoys, fire extinguishers, fire monitors, radar reflectors and other navigation warning lights, etc. shall be present on the access trestle and shall be designed in accordance with the internationally recognised codes and standards as well as with the requirements of the local regulatory authorities.


9.5.6 Security equipment

• Security equipment including fencing for restricted access, cameras, etc. shall be present on the access trestle and shall be designed in accordance with the ISPS codes and with the requirements of the local regulatory authorities.

9.6 Mooring facilities

The location and orientation of the mooring facilities have been fixed by the Owner as shown on the Definition Drawings. The structural design of the facilities shall be designed in accordance with the relevant internationally recognised design codes and with the minimum requirements as listed in the Owner’s Requirements. Each berth will be provided with all the required facilities to enable safe berthing and mooring of the complete range of design vessels expected at the Berth. As a minimum , the berthing and mooring facilities shall consist of:

• Mooring dolphins (for the mooring lines only); • Breasting dolphins (for the mooring lines, fender and mooring loads

and berthing); • Connecting walkways; • Lighting.

The Contractor shall undertake a mooring simulation by means of 3-D model tests. This simulation shall provide realistic line loads on the structures and shall give a realistic analysis of the fender and mooring loads acting on the fender structures. These tests shall also include a downtime assessment for each berth.

9.6.1 General requirements

• The deck level of the dolphins and walkways shall be at safe distance above the maximum annual crest level or such other level to ensure safety to operational personnel;

• The dolphins shall be equipped with the necessary radar reflectors and other aids to navigation;

• Marine safety equipment comprising lifebuoys etc. shall be provided; • All dolphins shall be equipped with Quick Release Hooks (QRH).

Double QRH’s for breasting dolphins and triple QRH’s for mooring dolphins shall be provided with a minimum SWL to be determined by the Contractor. The QRH’s shall be equipped with electrical controlled capstans, remote control systems and other auxiliary equipment in accordance with OCIMF recommendations;


• The breasting dolphins shall also be equipped with fendering systems capable of accommodating the maximum and minimum berthing energies from the Design Vessels;

• The dolphin deck shall be designed with adequate gradients to permit water runoff. The edge distance between the cope line and the QRH shall be kept to a minimum;

• The dolphins shall be designed with a rough top layer or grating and with protective hand grips;

• The top edges of the cope beam shall be faced with curved steelwork to protect the mooring lines from chaffing and excessive wear;

• A vertical steel access ladder extending to 1 (one) metre below LAT (i.e. -1.0m CD) and a 5 tonne mooring hook or bollard shall be provided at each dolphin for small boat access. The ladders shall be protected so that service vessels including mooring boats and pilot launches may come alongside to transfer personnel on and off the dolphins or to handover the messenger line;

• The dolphins shall be provided with mooring rings at appropriate centres (to provide mooring facilities for pilot boats, tugs and other small craft).

9.6.2 Lay-out of mooring facilities

The mooring layouts, shown on the Definition Drawings, have been designed according to the recommendations from “Oil Companies International Marine Forum (OCIMF)” and “Guidelines for the Design of Fender Systems: 2002 (PIANC)”, taking into account the complete range of vessels expected at each Berth. The number of mooring and breasting dolphins at each Berth has been specified by the Owner on the Definition Drawings. However, the exact location of the dolphins may be optimised if this is shown to be necessary by the results of the 3-D physical model tests. The mooring layout of each berth is shown on the Definition Drawings and included in Figure 9-2, Figure 9-3 and Figure 9-4. All dolphins shall be accessible by means of fixed level walkways.

9.6.3 Mooring dolphins

The design loading used for the mooring dolphin design shall be determined as the maximum loading from the following three load cases:

1. The mooring loads in accordance to the OCIMF recommendations, taking into account the complete range of Design Vessels expected at the Berths.

2. Mooring loads resulting from the 3-D physical model tests; 3. The loads in accordance with the maximum load capacities of the

vessel mooring systems as presented in Table 9-1.


QRH configuration Operational load cases Extreme load cases Double hook 2.0 x vessel winch brake holding

capacity (0.6*MBL) = 1.2*MBL** 1.8* x mooring line MBL**

Triple hook 2.5 x vessel winch brake holding capacity (0.6*MBL) = 1.5*MBL**

2.6* x mooring line MBL**

* Assumes line to one hook loaded to MBL at failure (with winch malfunction) and other line loaded to 80% MBL representing OCIMF winch holding capacity. ** MBL = Minimum Breaking Load Table 9-1. Dolphin Quick Release Hook design data As no normative currents are expected in the harbour, they shall be ignored in the OCIMF calculations. The mooring dolphins shall be designed for a basic wind speed of 30 m/s from any direction. Mooring shall generally be by breast and spring lines only and the OCIMF recommendations related to mooring line angles shall be followed for the Design Vessels. These mooring line angles and the dynamic effects shall be given full consideration in the Contractor’s design and shall be verified by 3-D physical model tests. The use of head and stern lines shall only be considered in exceptional circumstances for smaller ships, where the efficient location of mooring facilities for the majority of vessels makes it unavoidable. fender and mooring loads shall also be taken into consideration. The maximum permitted line load is restricted to 55% of the MBL.

9.6.4 Breasting dolphins

The breasting dolphins shall be capable of absorbing the loads from a moored vessel, all in accordance with the Owner’s Requirements. Loads from a moored vessel can be divided into spring line loads on the QRH’s and mooring and berthing loads on the fender systems. In addition to the mooring loads, the breasting dolphins shall be capable of absorbing the loads during berthing of a vessel. The corresponding berthing analysis shall be performed in accordance with guidelines [Trelleborg Marine Systems, Safe Berthing and Mooring 2007] and [PIANC; Fendering Guidelines, Report of WG 33; 2002]. It shall be assumed, in the Contractor’s design that the vessels can berth against a single dolphin or against multiple dolphins simultaneously, whichever is the most onerous. The berthing structures shall be capable of resisting an abnormal berthing energy over the design life of the structure. The normal berthing energy shall be determined with a maximum transverse approach velocity for the design vessels for difficult berthing conditions, at a sheltered location.


In addition to the values mentioned in the appropriate internationally recognised codes and standards, Table 9-2 summarises the minimum required parameters to determine the normal and abnormal berthing energy for the design vessels, this table is based on the following assumptions:

• The vessel will always moor with the bow in a north-easterly direction;

• First contact of the vessel with the berthing structure can be both at the bow or the stern of the vessel;

• Tug assistance; • Difficult berthing conditions, sheltered location; • Dolphin berthing / open structure; • Misalignment: distance (e) between the ships’ centre of gravity and

the centre of the berth: e = 0.1 * Lpp ≤ 15m [EAU2004; Recommendations of the Committee for Waterfront Structures, Harbours and Waterways; 8th edition; 2004].

Item Unit Vessel size

Displacement with loaded draft Tonnes Under

10,000 10,000

to 50,000

50,000 to

100,000

Over 100,000

Design vessel speed m/s 0.20 0.12 0.10 0.10

Berthing direction (direction of bow) ° northeast northeast northeast Northeast

Angle of berthing (maximum) ° 10 10 6 6

Abnormal Impact factor (Cab)

- 1.75 1.75 1.50 1.50

First contact of fenders - Bow or

stern Bow or stern

Bow or stern

Bow or stern

Table 9-2. Berthing energy design criteria No plastic deformation of the ship’s hull should take place during berthing. If no specific data is available from the vessels, the maximum allowed hull pressure shall be 200kN/m2 (see [PIANC; Fendering Guidelines, Report of WG 33; 2002]).

9.6.5 Walkways

• Safe access routes (walkways) from the loading platforms to the breasting and mooring dolphins shall be designed by the Contractor. These walkways shall also provide a safe escape route during evacuation of the berth. The arrangement of the walkways is to allow easy access/egress, safe practice mooring line handling procedures, to carry cabling for services and to carry cabling for control systems;

• The walkways shall have a minimum clear width of 0.75m and shall be provided with heavy gauge handrails (except where these would


interfere with mooring lines), knee railing, toe plates and anti-slip gratings;

• Small changes in level along or at the end of the walkways shall be accommodated with transition plates (maximum steepness shall be 1:12), in other cases stairways shall be applied.

• The design of the walkways shall allow horizontal displacements as a result of movements of the dolphins.

9.6.6 Area lighting

Lighting shall be applied along the Walkways to guarantee sufficient visibility at all times during 24 hour operations at the Berth.

9.6.7 Berth systems

A system for measuring, recording and displaying mooring line tensions at each mooring hook shall be provided. It has been agreed with the Owner that a docking aid system (indicating e.g. the vessel’s closing distance to the berth, the vessel’s closing velocity to the berth and the vessel’s closing angle to the berth) is not required.

9.7 Specific requirements - Berth no. 4

9.7.1 General

Berth no. 4 shall accommodate product tankers (white products and asphalt) and LPG carriers ranging from 1,000 to 35,000 DWT. An exclusion safety zone shall be adopted around the manifold of moored LPG carriers during (un)loading and have a diameter of 260m. The proposed pipelines (number and diameter) from the tie-in to the product berth are in Chapter 12.4 of this section of the Owner’s Requirements.

9.7.2 Criteria for Port Development Phase I

The main breakwater shall be constructed in 2 phases in order to keep the existing CBM2 including its manoeuvring area, operational during the construction of the first part of the breakwater. Therefore, Berth 4 shall be designed for the exposed situation without the protection of the breakwater at the northern side (not present during Port Development Phase I) and for extreme wave conditions with a return period of at least 10 years.


9.7.3 Loading Arms

The number and size of loading arms, as well as the space reservations for future expansion (refer to Port Development Phases I and II) shall be determined based on the operation requirements, product types, product flows, etc. The loading arms shall be designed with an operational envelope and location on the platforms suitable to handle the complete range of vessels expected at the Berth at all tides under operational environmental conditions. The loading arms shall be equipped with emergency release couplings in case of excessive loading arm motions outside of the loading arm envelope. Loading arm movement and status shall be monitored with an automatic monitoring system.

9.7.4 Mooring layout

In Figure 9-2 the layout of Berth 4 is shown. It consists of 3 (three) mooring dolphins (MD) at each side of the loading platform and 4 (four) berthing dolphins (BD). Using this configuration the design vessels can be accommodated during berthing and mooring.

Figure 9-2. Mooring layout berth 4


9.8 Specific requirements Berth no. 5

9.8.1 General

Berth no. 5 shall accommodate product tankers (white products and base oil) ranging from 5,000 to 35,000 DWT and oil tankers (black products) ranging from 5,000 to 75,000 DWT. An exclusion safety zone shall be adopted around the manifold of moored tankers during (un)loading and have a diameter of 40 m. The proposed pipelines (number and diameter) from the tie-in to Berth no. 5 are presented in Chapter 12.4 of this document of the Owner’s Requirements.

9.8.2 Loading Arms

The number and size of loading arms and reservations for future expansion (refer to Port Development Phases I and II) shall be determined based on the operation requirements, product types, product flows, etc. The loading arms shall be designed with an envelope and location on the loading platforms suitable to handle the complete range of vessels expected at the Berth at all tides under operational environmental conditions. The loading arms shall be equipped with emergency release couplings in case of excessive loading arm motions outside of the loading arm envelope. Loading arm movement and status shall be monitored with an automatic monitoring system.


In Figure 9-3 the layout of Berth 5 is shown. It consists of 4 (four) mooring dolphins (MD) at each side of the platform and 4 (four) berthing dolphins (BD). Using this configuration the design vessels can be accommodated during berthing and mooring.



9.9 Specific requirements Berth no. 6

9.9.1 General

Berth no. 6 shall accommodate oil tankers (black products) ranging from 20,000 to 170,000 DWT. An exclusion safety zone shall be adopted around the manifold of moored tankers during (un)loading and have a diameter of 40m. The proposed pipelines (number and diameter) from the tie-in to the product berth are presented in Chapter 12.4 of this document of the Owner’s Requirements.

9.9.2 Loading Arms

The number and size of loading arms and reservations for future expansion (refer to Port Development Phases I and II) shall be determined based on the operation requirements, product types, product flows, etc. The loading arms shall be designed with an envelope and location on the loading platforms suitable to handle the complete range of vessels expected at the Berth at all tides under operational environmental conditions. The loading arms shall be equipped with emergency release couplings in case of excessive loading arm motions outside of the loading arm envelope. Loading arm movement and status shall be monitored with an automatic monitoring system.



In Figure 9-4 the layout of Berth 6 is shown. It consists of 4 (four) mooring dolphins (MD) at each side of the platform and 4 (four) berthing dolphins (BD). In this configuration the design ships can berth correctly.


9.10 Design approach

The design of the jetty structures, dolphins, etc. shall meet all requirements according to the applicable internationally recognised codes and standards and shall consider all possible failure mechanisms. Several normal, extreme and seismic load combinations shall be considered, taking into account all partial load factors and material factors. In accordance with paragraph 4.5, sufficient redundancy and safety against failure should be left under the design earthquake conditions. The Contractor is free to choose the type of structures. This may be caissons, deck on piles, single piled dolphins, etc. For the design of foundation piles or single embedded piles (e.g. mono-piles for dolphin structures) appropriate use of the soil parameters shall be taken into account, considering aspects such as:

• Use of high and low values of the soil parameters; • Cyclic loading; • Piles standing in a sloped bed; • Piles interacting and acting as a pile group; • Liquefaction • Etc.


When piles are used for the structures or elements, they shall be designed for the following design considerations:

• Bearing capacity; • Overall strength; • Buckling (steel piles); • Sequence of failure; • Etc.

The penetration depth of the piles shall be determined by the sound principle that the yield capacity in the steel of the piles should be reached before soil failure would happen. The foundation structure shall be designed in such a way that the top of the piles will be the weakest link in the construction and shall fail first. The bearing capacity of the piles shall be proven by load tests according to the relevant design codes, standards and specifications.


10 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR DREDGING

Dredging is required in order to achieve sufficient depth for all vessels. This includes dredging for:

• Approach channel and turning basin; • Berths; • Quay walls; • Soil improvement for breakwaters, if required: • And all other areas within the harbour.

In the harbour areas, the required depths vary and are mainly dependant on the vessel drafts. The required depths can be located on the Definition Drawings. For the Reference Design process the bathymetry was based on the assumed bathymetry as presented in Section 4.4. The correct bathymetry shall be determined during the site surveys and investigations. These survey and investigation results shall be provided to the Contractor and shall be applied in the EPC design. The following soil types are provided for information only and shall be used by the Contractor in his Bid Submission for the types of material to be dredged until the results of the surveys and investigations are available:

• Sand; • Sandstone; • Clayey sand; • Silt.

In the Reference Design the dredging is based on the available and assumed soil conditions as presented in Section 4.4. The results of the site surveys and investigations shall be provided to the Contractor and shall be applied in the Detailed Design. Based on the soil types detailed above, the type of dredging (equipment) required may be:

• Sand to be dredged by trailer suction hopper dredger or cutter dredger;

• Clay to be dredged by cutter dredger; • Sandstone to be dredged by cutter dredger.

Reference shall be made to the Definition Drawings for the minimum required dredged depths. In the Reference Design, an additional depth for siltation of 0.25m was considered. However, this depth is dependant on the amount of silt in the upper layer and hence on the site surveys and investigations. These survey and investigation results shall be provided to the Contractor and shall be applied in the Detailed Design.


An over dredge allowance shall be taken into consideration as stated in the Owner’s Requirements. However, any further over-dredging should be prevented as this will have a negative influence on slope stability and the stability of structures. Where dredged material requires disposal, this shall be done offshore, at the location specified in Figure 10-1.

32°52.300’N 12°43.600’E

Dredging Disposal Location

PROJECT SITE

1 NM

Figure 10-1. Offshore disposal site for dredging works Offshore disposal shall be carried out with approval from the Engineer.


11 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ONSHORE BUILDINGS AND FACILITIES

11.1 General

The onshore harbour area shall be envisaged to integrate the onshore infrastructure in corridors, i.e. allocation of roads, piping, utility systems and electrical systems shall be close by each other. All shall be designed and constructed in accordance with internationally recognised codes and standards, as set in the Owner’s Requirements. For future expansion in the harbour, space must be provided for several control buildings, support buildings, structures and facilities. Definition Drawings are included in the Bid Documents for the buildings to be provided under this Contract. When preparing their Bid Submission, the Contractor should only allow for the space required for future onshore buildings and structures. However, the Contractor shall include within their Bid Submission of all infrastructure and service provision of any kind required/envisaged for the onshore buildings and structures.

11.2 Buildings and facilities

The buildings, structures and facilities allocated in the onshore harbour area and the space reserved for them, as included in the Reference Design, are listed in Table 11-1.

Item Dimensions Space occupation taken into account

Administration building 56.9 x 12.85 m 80 x 40 m Fire/foam station 25.7 x 10.3 m 30 x 30 m Warehouse/workshop 35.0 x 60.0 45 x 60 m Gate houses (2x) 8.75 x 6.75 m 15 x 10 m Switchgear station(s) 13.25 x 8.75 m 15 x 15 m Ballast water treatment plant (5 tanks) 127 x 194 m 130 x 200 m Bunker tanks (2 x 10,000 m3) - 150 x 75 m Table 11-1. Space occupation of onshore harbour elements It shall be noted that technical drawings for the Administration building, Fire/foam station Gate houses, Workshop and switchgear stations with dimensions as set out in Table 11-1 are included in the Bid Documents (Annex A and B in Exhibit C2) and shall be included in the Contractor’s design. These buildings shall be constructed in Port Development Phase I. The latter two facilities are part of Port Development Phase II, and only their space occupation shall be reserved in the EPC design.


The administration building shall accommodate the harbour main control room and the general harbour services department. This building shall have an unrestricted sight onto the harbour area and the sea. In the space occupation for this building, additional parking spaces shall be provided. The fire/foam station shall provide equipment and services in case of emergencies in the port area. This station shall be connected to the main refinery fire fighting system for the supply of water and/or foam. Two gate houses shall be allocated in the harbour area (see paragraph 11.4). Switchgear buildings shall provide the local distribution of the power supply for the different harbour elements such as the Berths. A safety distance of 15m around the switchgear building shall be taken into account. The Workshop shall envisage a safe working environment. The Workshop shall be equipped with an overhead crane with a load capacity of 5 tons The crane shall provide services to the whole area of the Workshop. The construction of the ballast water treatment system is planned in Port Development Phase II for which space occupation shall be taken into consideration during Port Development Phase I. The ballast water treatment system shall comprise two pipelines of suitable diameter to all product berths, ballast water tanks and all required accessories such as pumps, valves etc. In Port Development Phase II bunker fuel oil shall be imported in to the harbour and this product shall be transported to two onshore bunker tanks. Bunkering of vessels shall be done by bunker shuttle tanker. Pipelines from the bunker tanks to Berth no. 7 and all required accessories shall be provided for and space occupation of these items shall be taken into consideration during Port Development Phase I. Considering the harbour and the refinery as two separate operating systems, the provision of a harbour workshop/warehouse in the onshore harbour area shall be taken into account. In the Reference Design, the space occupation of this building is assumed at 60 x 45m. The Contractor shall detail the design in the EPC phase during Port Development Phase I.

11.3 Access roads

A access road shall be provided to link the main facilities within the harbour area and to link the new harbour to:

• The refinery’s main roads network; • The public road network, via a separate entrance to the harbour area.

This road shall circumvent the refinery and tank park areas around the east side of the refinery.


The main road has the following requirements:

• A single carriageway in both directions, with hard shoulders on both sides;

• Suitable for heavy trucks (50 tonnes) and normal vehicles (2 tonnes); • Road to be provided with suitable, durable paving; • Road to be provided with suitable street lighting (according to the lux

levels specified in Chapter 13.10), markings, street signs etc., as required for safe traffic use;

• Space allocation for expansion to a dual carriageway in both directions plus hard shoulders;

• A sufficient overhead clearance shall be taken into consideration. Secondary roads within the harbour area shall meet the following requirements:

• A single lane with additional spaces for passing and soft shoulders; • Suitable for light trucks (5 tonnes) and normal vehicles (2 tonnes), but

also occasionally heavy trucks (50 tonnes); • Road to be provided with suitable, durable paving; • Road to be provided with suitable street lighting (according to

specifications in Chapter 13.10), markings, street signs etc., as required for safe traffic use;

• A sufficient overhead clearance shall be taken into account. Security and inspection roads within the harbour area shall meet the following requirements:

• A single lane with additional spaces for passing; • Suitable for light trucks (5 tonnes) and normal vehicles (2 tonnes); • Road to be provided with gravel and asphalt surface.

11.4 Security gates and fencing

Around the entire harbour area, a security fence shall be provided with the following specifications:

• Wire mesh fence type; • Height of 2.40 m; • The security fence shall be kept free from objects and obstacles.

A refinery gate shall be provided in the security fence. This access/exit gate shall be located at the passage from the refinery area to the harbour area at the east side of the existing crude oil tank farm (see the Definition Drawings). The gate shall comprise:


• A gate house with a gate control system, a video recording system

and all other required facilities for efficient gate operations; • Two electronically operated barriers (one per lane) at either side of the

control booth; • Telecommunication system linked directly to the refinery main control

room and the harbour administration building; • Electronic access/exit system of authorised personnel; • Sufficient lighting in the vicinity of the gate.

A public gate shall be located eastward of the planned future tank park expansion, providing the access/exit to the public road network. This gate shall comprise the same items as mentioned above.

11.5 Sewage system

The sewage system for the buildings is designed taking into account an occupation of 1 employee per 10 m2 in general and 1 employee per 50 m2 for the warehouse / workshop. The total occupation for the relevant buildings is presented in Table 11-2. Item Dimensions Employees Administration building 56.9 x 12.9 m 75 Fire/foam station 25.7 x 10.3 m 26 Warehouse / Workshop 35.0 x 60.0 42 Table 11-2. Number of employees per building The sewage water from the buildings shall be collected in a collection sewer pipeline. The collection sewer pipeline is connected to a catch pit (sewage pumping station). The collection sewer pipeline shall be provided with manholes for service and maintenance. Collected sewage water shall be pumped trough a pressure pipeline to the sewage tie-in near the existing plant. The gatehouses shall be provided with a septic tank for the collection of sewage.

11.6 Buildings and facilities during harbour construction works

During construction of the harbour the following facilities are required:

• Storage space for construction materials such as quarry rock, concrete elements, steel and other materials;


• Storage space for construction equipment when it is not in use, to be repaired or remaining as backup;

• Offices, canteen, and all required facilities; • Work roads for construction equipment in the harbour area.

The space requirements and provision of the above items shall be determined and conducted by the Contractor and detailed in his Bid Submission. Possible locations for the above facilities are:

• At the east side of the existing crude oil tank farm an area is reserved for future tank park expansion. This area has approximate dimensions of 500 x 200 m;

• Part of the onshore harbour area can be allocated temporarily, e.g. the area between the main breakwater and the tie-in point.

11.7 Site preparation

Contractor shall prepare the site for construction of the buildings and facilities, such as levelling (cut and fill), compaction and sanitising of the onshore harbour area. Elevation levels for several harbour areas have been included in the Reference Design as detailed on the Definition Drawings. However, the Contractor shall determine and include the required levels, the amount of additional required material or the removal of excess material, in the EPC design. The Contractor shall relocate the Azzawiya sewage outfall eastward in accordance with the Owner’s Requirements and as detailed on the Definition Drawings.


12 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR MECHANICAL INSTALLATIONS

12.1 General

The mechanical installations shall include all items related to the transfer of oil products and utilities. The project scope shall include all facilities on the berths and quays up to the onshore tie-in point. Onshore facilities beyond the tie in point, e.g. pumps, tank storage and piping systems on the refinery are not included. Utilities, such as potable water and fire water, shall be supplied by ARC at sufficient capacity and pressure on the tie-in point. From the tie-in point towards the harbour these facilities are included in the Works for the Project.

12.2 Product throughput capacities

The type, number of products and throughputs for the Project are different for the existing and the future operations (i.e. after Refinery Revamp I and II). The throughput capacities as provided by the Owner are presented in Table 2-1. The throughput capacities in the existing situation shall be accommodated in Port Development Phase I. Further in the future, when the Refinery Revamp I and II are completed, the corresponding throughput capacities shall be accommodated in Port Development Phase II. The different commodities are combined into groups of products with about the same characteristics, which can be transported through the same pipeline. These groups are:

• Black products: Crude oil, heavy fuel oil, reduced crude oil and bunker fuel oil;

• White products: Product numbers 3 to 9 in Table 2-1, such as gasoline and kerosene;

• Base oil, which is transported through a dedicated pipeline; • LPG, which is transported through a dedicated pipeline; • Asphalt, which is transported through a dedicated pipeline.

The throughput capacity of black products will increase from 13.5 million tonnes/year in Port Development Phase I to 24.8 million tonnes/year in Port Development Phase II. The throughput capacity of white products will decrease from 3.16 million tonnes/year in Port Development Phase I to 1.7 million tonnes/year in Port Development Phase II.


The throughput capacity of base oil will increase from 50,000 to 60,000 tonnes/year. New commodities are LPG and asphalt, with throughput capacities of 250,000 million tonnes/year and 80,000 tonnes/year, respectively, in Port Development Phase II.

12.3 Main product specifications

The main properties for the design of handling equipment, pipelines, etc of the abovementioned products are the density and viscosity (see Table 12-1). Product Density (kg/m3) Kinematic viscosity (mm2/s)

Crude oil 830 2.272 @ 40°C 1.936 @ 50°C

Fuel oil 930 101.46-121.95 @ 50°C 21.91-26.8 @ 80°C

Reduced crude 1030 700-1300 @ 50°C* Bunker fuel oil 970* 211-640 @ 50°C*

Gasoil 840 4.314 @ 40°C

4.031-14.65 @ 50°C 3.538-10.703 @ 60°C

SRN 690 N/A

Kerosene 800 1.31-2.21 @ 40°C 1.15-1.88 @ 50°C

Gasoline 750 0.41-0.71 @ 40°C PY GAS 800 0.40-0.70 @ 40°C* MTBE 740 0.27@ 20°C* Base oil 900* 5.0-60 @ 40°C* LPG 550 N/A Asphalt 1040 300 min @ 135°C * These densities are estimated due to unavailability of product data sheets Table 12-1. Product density and viscosity

12.4 Product pipeline systems

12.4.1 General

General requirements as per international standards are:

• All piping shall be arranged to provide sufficient clearance for technical safety, easy operation, inspection, maintenance and dismantling;

• Clearances for the removal of pumps, pump casings, shafts etc. shall be taken into account as per good design practice. Piping shall be kept clear to manholes, access openings, inspection points, hatches etc;


• All piping shall be routed such as to provide a simple and economical layout allowing for easy support and adequate flexibility;

• Allocation of small pipelines between large pipelines shall be avoided.

12.4.2 Pipelines in Port Development Phase I

The following pipelines shall be routed from the tie-in point via the trestle to Berths 4, 5 and 6 (capacity, size, etc. to be determined by Contractor):

• Two pipelines with accessories for handling crude oil, reduced crude oil and fuel oil shall be routed to Berth no. 6;

• A branch from these two pipelines shall be routed to Berth no. 5 for handling crude oil, heavy fuel oil, reduced crude oil (and bunkering fuel oil in Port Development Phase II);

• Two pipelines of suitable diameter with accessories for handling white products shall be routed to Berths no. 4 and 5;

• One pipeline for handling base oil shall be routed to Berth no. 4; • Sufficient utility pipelines shall be routed to Berths 4, 5 and 6; • Fire fighting system pipelines shall be routed to each berth.

Where two pipelines are indicated, one pipeline may be used for flushing the pipeline when a product change in the pipeline is required.

12.4.3 Pipelines in Port Development Phase II

In the overall harbour layout, required space shall be reserved for the following pipelines (capacity, size, etc. to be determined by Contractor):

• One pipeline of suitable diameter for handling white products shall be routed to Berth no. 4 and 5 and directly to the BMC tank farm;

• One additional black products pipeline from Berth 5 to tie-in point; • Bunkering pipeline(s) shall be connected to Berth no. 7 and to two

tanks; • Two ballast water pipelines shall be connected from the ballast water

treatment plant to Berth no.4, 5 and 6; • One asphalt pipeline and one flushing pipeline (all electrically heat

traced) shall be connected to Berth no. 4; • One LPG pipeline and one equilibrium pipeline shall be connected to

Berth no. 4. • For K0- and K1-products sufficient pipelines for vapour recovery shall

be provided and connected to a vapour recovery treatment facility.

12.5 Loading arms

For cargo transfer, steel loading arms and swivel joints are required over hoses or loading arms with hose segments. Loading arms should be


designed to prevent overstressing the vessel’s manifold connection. Loading arm movement and actual status shall be monitored.

12.6 Existing and required pump capacities

The existing pump capacities and future required pump capacities are presented in Table 12-2. The existing pump capacities shall be applicable in Port Development Phase I and the pump capacities shall be upgraded to the required future levels in Port Development Phase II.

Product Existing pump capacity (m3/hr)

Future pump capacity (m3/hr)

Crude oil 4750 7500 (E) Heavy fuel oil 1500 2000 (I) Reduced crude N/A 2000 (I) White products, but kerosene 750 1650 (E) Kerosene 1500 1650 (E) Base oil N/A 625 (E/I) LPG N/A 2000 (I) Asphalt 500 350 (E) * E = export and I = import Table 12-2. Required future pump capacities

12.7 Pipe insulation and heat tracing

High pour point hydrocarbons may require heat tracing and/or insulation. Design considerations for pipelines shall include temperature requirements, thermal expansion, clearance for insulation at pipe supports, insulation type and insulation protection (weather and mechanical).

12.8 Tie-in point

During Port Development Phase I the following tie-in branches shall be executed on the existing refinery valve manifold, in order to link up to the proposed piping for the new harbour:

• Two pipeline branches for black products; • Two pipeline branches for white products; • One pipeline branch for base oil; • One pipeline branch for fire fighting.

Connections for utilities (water, N2, etc.) and slops shall tie-in on sources at the refinery site of ARC.


The tie-in point shall incorporate space reservation for pipelines in Port Development Phase II:

• Two pipeline branches for LPG; • Two pipeline branches for asphalt.

The tie-in point branches for black and white products shall be carried out in close cooperation with ARC. A well-planned shut down period shall be required for the construction of these branches with the related valves. This shut down period shall be minimised and details provided in the Contractor’s Bid Submission.

12.9 Vapour control

Vapour emission control requirements for product transfer operations at the berth shall include vapour collection and return or processing systems, as specified by international requirements (see Appendix A).

12.10 Emergency shutdown system

Emergency shutdown systems should be provided at all product transfer facilities. When fire protection and/or vapour detection systems are activated, they shall automatically activate the emergency shutdown system. The emergency shutdown system shall shut down all flow and provide a visual and audible indication to personnel in the area as well as supervisory personnel in the control room.

12.11 Fire Fighting

Minimum provisions for fire fighting at the jetties shall be provided according to OCIMF:

• Fire main incorporating isolating valves and fire hydrants with a fire water supply of 700 m3/hr;

• Portable and wheeled fire fighting equipment; • Fixed foam/water monitors and appropriate bulk foam concentrates

supplies. The fire water supply is provided by ARC at the onshore tie in point and will have a reserve for fire fighting purposes equivalent to at least 4 hours continuous use at the maximum design capacity of the fire fighting system. The fire water flow rate and pressure provided by ARC at the onshore tie in point shall be sufficient to cover the anticipated credible sized fire.


Hydrants shall be placed at intervals of not more than 45m in the berth areas and not more than 90m along the approach or access routes. Hydrants shall be readily accessible from roadways or approach routes and be located or protected in such a way that they will not be prone to physical damage. Fixed foam/water monitors shall be provided on towers or on top of the ship to shore staircase structures in order to ensure foam discharge above maximum high tide/unballasted ship freeboard height for adequate coverage of the ship’s manifold. The monitors shall be supplied from the berth fire main and manually activated individually from a remote motorised isolating valve. The remote control point for the elevated monitors shall be sited in a safe location, at least 15m from the probable location of fire.

12.12 Drainage control and spill confinement on the marine jetties

Surface drainage control on the jetties is an important aspect in isolating possible spill fires as well as in protecting the environment. The jetties shall have covered or enclosed sumps for collecting loading arm and line drainage. The sumps shall be vented through a pressure-vacuum vent to a safe location, provided with automatic pump-out facilities and a high level alarm which registers at a constantly manned location. The area around each loading arm and accompanying manifold valve shall be sloped to a dedicated basin that drains to the collection sump.

12.13 Piping based utility systems

Piping based utilities shall be designed in accordance with the applicable piping engineering practices, codes, and standards, such as ASME B31.3 and may include:

• Nitrogen supply; • Compressed air; • Potable (fresh) water; • Sewage system; • Slops and spillage system; • Fire fighting water system.

These utility systems shall be connected to existing utility systems on the refinery. The exact and most optimal location of these utility piping tie-in points shall be determined in close cooperation and together with the ARC refinery requirements.


12.14 Trestle slope gradient

The trestle, on which the pipelines are located, requires at least a slope gradient of 1:1000 for drainage purposes. The direction of the higher to the lower level is from Berth 6 to the shore.


13 SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ELECTRICAL INSTALLATIONS, INSTRUMENTATION AND COMMUNICATION

13.1 General

The electrical installations include the power supply for all electrical harbour elements, such as pumps, valves, loading arms and lighting. In addition the control system and telecommunication system shall be included as electrical installations.

13.2 Existing availability and reliability of power supply

The existing electrical distribution system (medium voltage) is in good technical state and has been maintained correctly The age of the existing electrical installations varies between 7 and 18 years. In 1999 the electrical distribution system was mostly revamped. The revamped parts are of a modern, proven design and make. Non-availability of the electrical system is mainly influenced by periodic maintenance. During periodic maintenance stops the substations are shutdown for electrical inspection and maintenance. This implies that every year the harbour power supply will also be shutdown for approximately 3 days.

13.3 Climatic conditions

The design of electrical installations, process control, instrumentation systems and communication systems shall be based on following climatic conditions:

• Climate: Wet-salty; • Ambient temperature: Minimum 5°C, maximum 46°C; • Relative humidity: 89% at 45°C; • Altitude: Sea level (less then 1000 A.S.E); • Highly corrosive environment subject to petrochemical and chemical

agents and salty atmosphere; • Presence of sand and sandstorms.

13.4 Building standards

The electrical design shall be based on international standards. All materials and equipment shall comply with:


• The latest issue of the applicable IEC Standards; • The latest issue of the applicable regulations and/or guidelines of the

IEEE (Institute of Electrical and Electronics Engineers); • If both IEC standards and IEEE regulations / guidelines do not exist for

certain installations and materials, the latest issue of the applicable VDE Standard must be used.

In addition to these general standards, the installations shall also comply with the latest version of the applicable General Engineering Specifications, issued by the National Oil Corporation of Libya (NOC). Where there are differences between General Standards and the General Engineering Specifications the most severe requirement shall be followed. If this is not clear the Owner and/or his representative will make the final decision.

13.5 Electrical design basis

The existing electrical distribution network is shown on drawing EC-3B-42000 revision 9 (date 24 June 2000) which can be obtained by the Owner. It is a star shaped grid configuration with 1 out of 2 redundancy in all interconnections between substations and also in transformers. The general characteristics for the electrical power supply are:

• Power from 3 steam turbines, each 6.25 MW / 7.2 MVA, normal operation 2 operating, 1 standby;

• 1 gas turbine, 19 MW / 23 MVA, normally in operation at set point ± 7 MW;

• 2 incoming feeders from the local grid, capacity 8 MW at minimum power factor 0,9, 1 feeder hot standby but with minimum load, 1 feeder switched off;

• Nominal power consumption of the whole plant 13 MW; • Power Factor requirement at least 0.9.

Based on the available generator capacity, the loads of existing installations and the expectation that the new harbour installation will have an average power consumption of 2 MVA maximum, the connection of the new harbour to one of the existing 6.6 kV distribution boards seems a feasible option. Voltage levels are:

• Medium voltage 6.6 kV AC; • Low voltage 400 V AC; • Service voltage 230 V AC; • Frequency AC 50 Hertz; • Control voltage 110 VDC.


The design current of existing high/medium voltage network for ES1 and ES3 is 2000 Ampere. The indicated short-circuit duty in the medium voltage network is 350 MVA (thermal short circuit current is therefore 31 kA). Where a 6.6 kV distribution board and/or network are expanded, the technical specifications of the new part shall be equal to or better than those of the existing parts. Influence of contribution of electric motors to the short circuit current shall be taken into account.

13.6 Electrical substations

The required electric power supply for the harbour shall be delivered directly from the existing ARC 6.6 kV substation ES3, feeder A34 and feeder B9. These feeders are part of different sections of ES3 so redundancy in the power supply is granted. Power consumption calculations and design decisions shall be made for the electrical configuration in the new harbour and included in the Bid Submission. Power to the new harbour will be supplied via 2 cable connections on 6.6 kV level. In the onshore harbour area (but outside the hazardous area), a local substation shall be built equipped with a 6.6 kV distribution board and 2 transformers 6.6 kV / 400 V. The rating of busbars, cables and transformers shall be determined in the detailed EPC design phase based on load calculations. The new substation shall be designed according to following redundancy concept:

• Medium voltage cabling: 1 out of 2 redundancy; • Transformers including outdoor medium voltage disconnecting switch,

1 out of 2 redundancy; • Low voltage main distribution board with two separated busbar

systems, each busbar supplied from one transformer. The busbars can be connected by a busbar coupler. LV main distribution board to be equipped with a connection facility for a mobile diesel generator set;

• To each piece of equipment one feeder cable shall be installed. Redundant equipment, for example one main pump and one spare pump, shall be supplied from different busbars. Loading arms are single systems and shall therefore have a single electrical feeder.

Redundant cabling systems shall have sufficient separation to avoid common cause failures in case of fire or mechanical damage. On the loading platforms cabling shall be installed in covered cable trays, to protect cables against UV-light.


The harbour substation shall be equipped with following utilities:

• Uninterrupted power supply including batteries with sufficient capacity (4 hours autonomy time) to provide control power 110 VDC for the substation;

• Lighting panel and lighting installation for service connections (wall plugs, lighting, power supply to other utilities, etc.), with two separated busbars, each connected to a different section of the main LV distribution board;

• Ventilation and air conditioning system with sufficient capacity for maintaining the temperature in the electrical rooms lower than 25 °C under all weather conditions;

• Fire detection and extinguishing system based on FM200 extinguishing gas;

• Power factor compensation system to increase power factor to at least 0.9.

13.7 Transformers

Transformers shall be equipped with their own maintenance breaker installed in the direct vicinity of the transformer. Transformers shall be installed outside and are cooling type ONAN (Oil Natural Air Natural). Transformers will normally not be operated in parallel. Only short parallel operation is allowed during switchover of transformers. Switchover of transformers is performed automatically (ACO). The electrical design shall be based on single transformer operation.

13.8 Control system and instrumentation

The new harbour installations shall be operated from the harbour control room located in the Harbour Administration Building. For these operations a new, local DCS system shall be functionally specified, designed, installed and implemented covering the new harbour area. The system shall include, but will not be limited to, the following main items:

• Distributed Control System (DCS); • Safety and Emergency Shutdown system (ESD); • Fire and Gas system (F&G); • Field instruments such as pressure level, flow transmitter, density

transmitter, on/off control valves; • Loading Arms Monitoring System; • Cathodic Protection/impressed current system.


The harbour control system shall enable control interaction with the future DCS for Refinery and Tank farm control for the following purposes:

• Status monitoring of harbour installations (for example general alarms, availability of pipe routes);

• Exchange of operational information (for example instrument measurement values, or starting and stopping of pumps);

• Interlocking signals (stopping of pumps in case of emergency in the harbour).

The harbour control system shall be designed to have sufficient capacity to accommodate the Port Development Phases I and II requirements. The harbour control system shall include operator interface installed in the harbour control room. The operator interface shall be constituted by an interactive work station equipped with data display console, keyboard and printer and it will be able to manage the supervision, control, graphic presentation, alarms, messages and diagnostic functions. The control modules and work station shall be connected by a data communication system based on open architecture. The DCS shall be interfaced with the refinery DCS at the Oil Movement Control Room through standard protocols and communication medium such as Modbus, RS232 and RS485. Furthermore connection points for information exchange with the ROO and BMC control rooms shall be included in the design of the harbour control system.

13.9 Communication and security systems

The design of communication and security systems shall include, but not limited to:

• Radio communication; • Security cameras (CCTV system); • TEL and Exchange System; • Working Area Calling System.

These systems shall be installed such that service is maintained during emergency situations, such as a fire. Radio communication with ships is possible from 3 locations (i.e. existing small craft harbour office, fire fighting station and oil movement control room). All communication with ships is transmitted through the central antenna mast near the administration building. The existing telecom system is old and


incorporation into the new harbour telecom installation is not considered feasible. The new harbour shall be equipped with a new and modern telecom system. However, the operational interaction between the new and existing telecom system will require further investigation. The harbour telecommunication system shall comply with latest versions of IALA Aids to Navigation Guide (Navguide).

13.10 Lighting installation

The lighting installation shall supply sufficient lighting for operation as well as maintenance. The design of the lighting installation for the harbour shall be based on following minimum lighting levels measured at 1.0m from floor or surface:

• Berth working areas 25 Lux; • Access routes and roads 25 Lux; • Ship landings 50 Lux; • Stairways 50 Lux; • Electrical rooms 500 Lux; • Maintenance rooms 300 Lux; • Offices and Operator rooms 300 Lux; • Any other rooms 200 Lux.

Evenness of lighting shall be 0.75 or better and a depreciation factor of 0.8 shall be included in the lighting levels. This means that the measured lux-levels at the moment of completion of the installation must be at least 25% above the specified minimum levels.

13.11 Navigation lights

Harbour navigation lights shall be installed on both breakwaters. During construction activities, temporary navigation lights must be installed. The navigation lights shall be solar powered. Harbour navigation lights shall comply with latest versions of IALA Aids to Navigation Guide (Navguide).

13.12 Marine environmental monitoring system

The new harbour shall be equipped with a marine environmental monitoring system, which shall provide hydraulic and meteorological data. The system shall measure the following physical conditions near the harbour entrance:


• Air temperature; • Atmospheric pressure; • Wind (velocity and direction); • Waves (height and period); • Current (velocity and direction). • Tide level

13.13 Fire and Gas system

An automatic detection and alarm system shall be provided to alert personnel or initiate a system to respond in an emergency situation, in order to reduce loss of life and property due to fire or a hazardous condition. The Fire and Gas system to be installed shall detect smoke, fire, gas in the harbour buildings and on all berths. The system shall be interfaced with the DCS and shall provide alarms in the existing Fire Brigade Station. Remote Alarm Indicator shall be installed in the Tank farm Control Room, which shall display the status of the harbour fire alarm system.

13.14 Grounding/bonding

Static electricity may be generated during loading/unloading operations. Bonding provisions shall be installed to allow for the equalization of electric charge between all conductive parts within the hazardous areas in order to prevent ignition by static discharges. All electrical equipment and systems shall be grounded in accordance to the applicable standards. The system shall be connected to ARC’s existing General Ground System.


PART III - APPENDICES


APPENDIX A STANDARDS, CODES AND REGULATIONS


British Standards:

• BS 6349 – Maritime structures: - Part 1 – General criteria; - Part 2 – Design of quay walls, jetties and dolphins; - Part 4 – Design of fendering and mooring systems; - Part 5 – Code of Practice for dredging and land reclamation.

• BS 5400 – Steel, concrete and composite bridges:

- Part 2 – Specification for loads; - Part 3 – Code of Practice for the design of steel bridges; - Part 6 – Specification for materials and workmanship, steel; - Part 9 – Code of Practice for design of bridge bearings; - Part 10 – Code of Practice for fatigue; - Part 10C – Charts for the classification of details for fatigue.

• BS 8002 – Earth retaining structures.

• BS 8004 – Code of Practice for Foundations.

• BS 8110 – Structural use of concrete:

- Part 1 – Code of Practice for Design and Construction; - Part 2 – Code of Practice for special circumstances.

• BS EN ISO 1461 – Hot Dip Galvanised Coatings on Fabricated Iron

and Steel.

• BS - Primary standard for mechanical & electrical installations. Eurocodes:

• BS EN 1990: Basis of Structural Design • BS EN 1991: Actions on Structures • BS EN 1992: Design of Concrete Structures • BS EN 1993: Design of Steel Structures • BS EN 1994: Design of Composite Steel and Concrete Structures • BS EN 1995: Design of Timber Structures • BS EN 1996: Design of Masonry Structures • BS EN 1997: Geotechnical Design • BS EN 1998: Design of Structures for Earthquake Resistance • and all derivative and related BS-EN-codes

Codes for additional guidance:

• ASME Codes B31.4 - Primary standard for Petroleum Refinery piping.


• EAU 2004 - General maritime structures - recommendations of the committee for waterfront structures, harbours and waterways, 2004;

• The Rock Manual – The use of rock in hydraulic engineering; • PIANC:

- Guidelines for the design of fender systems, 2002; - Approach channels a guide for design, 1997; - Criteria for moored ships in harbours, 1995 - Dangerous cargoes in ports, 2000;

• OCIMF – Mooring equipment guidelines; • NFPA 30 - Flammable and Combustible Liquids Code. • American codes and standards: AASHTO, ACI, AISC, API, ASCE,

AWS, etc.; • ASTM international codes; • IP codes; • IALA: International Association of Marine Aids to Navigation and

Lighthouse Authorities; • ISPS: International Ship and Port facility Security code; • SIGTTO: Society of International Gas Tankers and Terminal

Operators.


APPENDIX B 2006 THROUGHPUTS AND VESSEL ARRIVALS


The average vessel or batch size is determined from the 2006 actual throughputs (Table 1) and the 2006 vessel arrivals (Table 2) as provided by the Owner.

Berth Product Import (tonnes)

Export (tonnes)

Total throughput (tonnes)

Throughput capacity (tonnes)

Gasoil 928,966 - Vacuum gasoil 7,051 14,675

SRN - 659,623 SBM1

Kerosene - 376,623

1,986,938 2,208,000

PY Gas 58,243 - MTBE 68,772 -

Base oil 17,969 - CBM2

Gasoline 625,520 -

770,504 1,000,000

Reduced crude 107,490 -

Crude oil - 8,433,008SBM3 Heavy fuel oil - 835,839

9,376,337 13,500,000

Table 1. 2006 throughputs per product and per berth

Berth Product Import (tonnes)

Export (tonnes)

Total ship arrivals per berth

Gasoil 40 - Vacuum gasoil - 1

SRN - 33 SBM1

Kerosene - 23

97

PY Gas 7 - MTBE 9 -

Base oil 2 - CBM2

Gasoline 28 -

46

Reduced crude 3 - Crude oil - 91 SBM3

Heavy fuel oil - 31 125

Total 89 179 268 Table 2. 2006 ship arrivals per product and per berth The existing average vessel or batch size is determined from the 2006 information as presented above. The maximum vessel size is provided by the Owner. The average and maximum vessel size is presented in Table 3. The future vessel sizes are deducted from the existing vessel sizes and information provided by the Owner.


Product

Port Phase I Average

vessel size (DWT)

Av./Max. vessel size per product group

(DWT)

Port Phase II Average

vessel size (DWT)

Av./Max. vessel size per product

group (DWT)

Crude oil 92,500 92,500/170,000 95,000 95,000/170,000

Fuel oil 25,000 25,000 Reduced crude 35,000 35,000

Bunker fuel oil -

30,000/50,000

20,000

25,000/50,000

Gasoil 22,500 22,500 SRN 20,000 Kerosene 16,500 16,500 Gasoline 22,000 PY GAS 8,500 22,000 MTBE 7,500

20,000/35,000

20,000/35,000

Base oil 9,000 9,000/16,000 9,000 9,000/16,000

LPG - - 15,000 15,000/30,000

Asphalt - - 5,000 5,000/10,000 Table 3. Average and maximum vessel size in Port Development Phases I and

II per product and product group


APPENDIX C SPECIFICATION OF TUGBOAT AND HEAVY CARGO VESSEL



Happy Buccaneer:



APPENDIX D SPECIFICATION OF SELF PROPELLED MODULAR TRANSPORTER (SPMT)




APPENDIX E DESIGN VESSEL PARTICULARS


Design vessels at berth 4 Item 1,000

DWT Tanker

1,000 DWT Gas

carrier

35,000 DWT

Tanker

35,000 DWT Gas

carrier Displacement loaded (tonnes)

1580 2,480 44,000 56,800

Displacement ballasted (tonnes)

700 20,000

Capacity (m3) 1500 3,170 40,000 72,500 Manifold forward of midship (m)

5 5 10 10

Manifold aft of midship (m) 5 5 10 15 Total manifold range (m) 10 10 20 25 Length over all Loa (m) 61.0 71 190 210 Length between perpendiculars Lpp (m) 58.0 66 183 200

Breadth Bs (m) 10.2 11.7 29.0 33.0 Draught ballasted (m) 2.45 3.6 6.25 9.65 Draught loaded (m) 4.0 4.6 11.0 12.3 Depth to upper deck (m) 4.5 5.6 15.5 17.0 Freeboard ballasted (m) 2.05 2.0 9.25 7.35 Freeboard loaded (m) 0.5 1.0 4.50 4.7 Front wind area ballasted (m2)

85 150 580 1040

Side wind area ballasted (m2)

280 465 2200 3960

Power (hp) 14,000 Pump capacity (m3/hr) 250-500 3000 Minimum breaking load of mooring lines (ton) *1)

60 60 60 60

Number of galvanized steel wire mooring lines (-) *1)

8 (Ø32mm)

8 (Ø32mm)

10 (Ø32mm)

12 (Ø32mm)

*1) The MBL, diameter and number of mooring lines are only indicative. Design vessel particulars for berth 4


Design vessels at berth 5 Item 5,000 DWT

Tanker 35,000 DWT

Tanker 75,000 DWT

Tanker Displacement loaded (tonnes) 7500 44,000 91,000 Displacement ballasted (tonnes) 3465 20,000 38,500 Capacity (m3) 7500 40,000 90,000 Forward of midship (m) 8 10 8 Aft of midship (m) 7 10 7 Total manifold range (m) 15 20 15 Length over all Loa (m) 105 190 235 Length between perpendiculars Lpp (m)

100 183 227

Breadth Bs (m) 16.0 29.0 35.0 Draught ballasted (m) 4.0 6.25 7.48 Draught loaded (m) 6.60 11.0 14.0 Depth to upper deck (m) 8.0 15.5 19.9 Freeboard ballasted (m) 4.0 9.25 12.42 Freeboard loaded (m) 1.40 4.50 5.9 Front wind area ballasted (m2) 205 580 915 Side wind area ballasted (m2) 725 2200 3600 Power (hp) 14,000 20,000 Pump capacity (m3/hr) 500-1000 3000 7000 Minimum breaking load of mooring lines (ton) *1)

60 60 80

Number of galvanized steel wire mooring lines (-)*1)

8 (Ø32mm)

12 (Ø32mm)

12 (Ø36mm)



Design vessels at berth 6 Item 20,000 DWT

Tanker 170,000 DWT

Tanker Displacement loaded (tonnes) 25,400 200,000 Displacement ballasted (tonnes) 11,400 80,500 Capacity (m3) 27,000 200,000 Forward of midship (m) 14 20 Aft of midship (m) 6 0 Total manifold range (m) 20 20 Length over all Loa (m) 177 310 Length between perpendiculars Lpp (m) 166 296 Breadth Bs (m) 22.4 49.0 Draught ballasted (m) 5.67 9.10 Draught loaded (m) 9.53 17.5 Depth to upper deck (m) 12.0 25.0 Freeboard ballasted (m) 6.33 15.9 Freeboard loaded (m) 2.47 7.50 Front wind area ballasted (m2) 445 1430 Side wind area ballasted (m2) 1650 5830 Power (hp) 9600 30,000 Pump capacity (m3/hr) 2000 10,000-14,000 Minimum breaking load of mooring lines (ton) *1)

60 100

Number of galvanized steel wire mooring lines (-)*1)

10 (Ø32mm)

16 (Ø40mm)



APPENDIX F LIST OF ELECTRICAL POWER CONSUMERS


DOC NO: 1620-EA-A4-70010 Sheet 1 of 4

Azzawiya Oil Refining Company Inc.Azzawiya Oil Harbour Project

A ARUIJ 6-3-2009

List of Electrical Power ConsumersREV. PREP. CHK. APP. DATE

Equip. Power Simultaneity Simultaneous DriverTag Description Rating Factor Consumption Tag Location Doc. No.no. (kW) (kW) No.

PUMPS1625-P-0001 Spill transfer pump Berth 4 1625-GD-A0-761201625-PM-0001 Electric driver 1,1 0,2 0,22 Berth 41626-P-0001 Spill transfer pump Berth 5 1625-GD-A0-761201626-PM-0001 Electric driver 1,1 0,2 0,22 Berth 51627-P-0001 Spill transfer pump Berth 6 1625-GD-A0-761201627-PM-0001 Electric driver 1,1 0,2 0,22 Berth 61620-P-0001 Spill transfer pump Onshore 1625-GD-A0-761201620-PM-0001 Electric driver 3 0,2 0,6 Onshore1625-P-0002 Foam concentrate pump Berth 41625-PM-0002 Electric driver 1,1 0,1 0,11 Berth 41625-P-0003 Foam concentrate pump Berth 41625-PM-0003 Electric driver 1,1 0,1 0,11 Berth 41625-P-0004 Foam concentrate pump Berth 41625-PM-0004 Electric driver 1,1 0,1 0,11 Berth 41625-P-0005 Foam concentrate pump Berth 41625-PM-0005 Electric driver 1,1 0,1 0,11 Berth 41626-P-0002 Foam concentrate pump Berth 51626-PM-0002 Electric driver 1,1 0,1 0,11 Berth 51626-P-0003 Foam concentrate pump Berth 51626-PM-0003 Electric driver 1,1 0,1 0,11 Berth 51626-P-0004 Foam concentrate pump Berth 51626-PM-0004 Electric driver 1,1 0,1 0,11 Berth 51626-P-0005 Foam concentrate pump Berth 51626-PM-0005 Electric driver 1,1 0,1 0,11 Berth 51627-P-0002 Foam concentrate pump Berth 61627-PM-0002 Electric driver 1,1 0,1 0,11 Berth 61627-P-0003 Foam concentrate pump Berth 61620-PM-0003 Electric driver 1,1 0,1 0,11 Berth 61627-P-0004 Foam concentrate pump Berth 61620-PM-0004 Electric driver 1,1 0,1 0,11 Berth 61627-P-0005 Foam concentrate pump Berth 61620-PM-0005 Electric driver 1,1 0,1 0,11 Berth 6

Sewage pump 2,2 0,5 1,1 OnshoreSewage pump 2,2 0,5 1,1 Onshore

VALVES1625-GV-0001 Motorized gate valve Berth 4 1625-GD-A0-761201625-GVM-0001 Electric driver 0,55 0,05 0,02751625-GV-0002 Motorized gate valve Berth 4 1625-GD-A0-761201625-GVM-0002 Electric driver 1,1 0,05 0,0551625-GV-0003 Motorized gate valve Berth 4 1625-GD-A0-761201625-GVM-0003 Electric driver 1,1 0,05 0,0551625-GV-0004 Motorized gate valve Berth 4 (branch) 1625-GD-A0-761201625-GVM-0004 Electric driver 0,55 0,05 0,02751625-GV-0005 Motorized gate valve Berth 4 (branch) 1625-GD-A0-761201625-GVM-0005 Electric driver 1,1 0,05 0,0551625-GV-0006 Motorized gate valve Berth 4 (branch) 1625-GD-A0-761201625-GVM-0006 Electric driver 1,1 0,05 0,0551625-GV-0007 Motorized gate valve Berth 4 (branch) 1625-GD-A0-761201625-GVM-0007 Electric driver 1,1 0,05 0,0551625-GV-0008 Motorized gate valve Berth 4 1625-GD-A0-76120 /21625-GVM-0008 Electric driver 0,2 0,05 0,011625-GV-0009 Motorized gate valve Berth 4 1625-GD-A0-76120 /21625-GVM-0009 Electric driver 0,1 0,05 0,0051625-GV-0010 Motorized gate valve Berth 4 1625-GD-A0-76120 /21625-GVM-0010 Electric driver 0,1 0,05 0,0051625-GV-0011 Motorized gate valve Berth 4 1625-GD-A0-76120 /21625-GVM-0011 Electric driver 1,1 0,05 0,0551625-GV-0012 Motorized gate valve Berth 4 1625-GD-A0-76120 /21625-GVM-0012 Electric driver 0,1 0,05 0,0051625-GV-0013 Motorized gate valve Berth 4 (branch) 1625-GD-A0-76120 /21625-GVM-0013 Electric driver 1,1 0,05 0,0551625-GV-0014 Motorized gate valve Berth 4 (branch) 1625-GD-A0-76120 /21625-GVM-0014 Electric driver 0,2 0,05 0,011625-GV-0015 Motorized gate valve Berth 4 (branch) 1625-GD-A0-76120 /21625-GVM-0015 Electric driver 0,1 0,05 0,0051625-GV-0016 Motorized gate valve Berth 4 (branch) 1625-GD-A0-76120 /21625-GVM-0016 Electric driver 0,1 0,05 0,0051625-GV-0017 Motorized gate valve Berth 4 (branch) 1625-GD-A0-76120 /21625-GVM-0017 Electric driver 0,1 0,05 0,0051626-GV-0001 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0001 Electric driver 1,1 0,05 0,0551626-GV-0002 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0002 Electric driver 1,1 0,05 0,0551626-GV-0003 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0003 Electric driver 1,1 0,05 0,0551626-GV-0004 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0004 Electric driver 1,1 0,05 0,0551626-GV-0005 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0005 Electric driver 1,1 0,05 0,055




A ARUIJ 6-3-2009



1626-GV-0006 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0006 Electric driver 1,1 0,05 0,0551626-GV-0007 Motorized gate valve Berth 5 1625-GD-A0-761201626-GVM-0007 Electric driver 3 0,05 0,151626-GV-0008 Motorized gate valve Berth 5 (branch) 1625-GD-A0-761201626-GVM-0008 Electric driver 0,55 0,05 0,02751626-GV-0009 Motorized gate valve Berth 5 (branch) 1625-GD-A0-761201626-GVM-0009 Electric driver 0,55 0,05 0,02751626-GV-0010 Motorized gate valve Berth 5 (branch) 1625-GD-A0-761201626-GVM-0010 Electric driver 3 0,05 0,151626-GV-0011 Motorized gate valve Berth 5 (branch) 1625-GD-A0-761201626-GVM-0011 Electric driver 3 0,05 0,151626-GV-0012 Motorized gate valve Berth 5 1625-GD-A0-76120 /21625-GVM-0012 Electric driver 0,2 0,05 0,011626-GV-0013 Motorized gate valve Berth 5 1625-GD-A0-76120 /21626-GVM-0013 Electric driver 0,1 0,05 0,0051626-GV-0014 Motorized gate valve Berth 5 1625-GD-A0-76120 /21626-GVM-0014 Electric driver 0,1 0,05 0,0051626-GV-0015 Motorized gate valve Berth 5 1625-GD-A0-76120 /21626-GVM-0015 Electric driver 1,1 0,05 0,0551626-GV-0016 Motorized gate valve Berth 5 1625-GD-A0-76120 /21626-GVM-0016 Electric driver 0,1 0,05 0,0051626-GV-0017 Motorized gate valve Berth 5 (branch) 1625-GD-A0-76120 /21625-GVM-0017 Electric driver 1,1 0,05 0,0551626-GV-0018 Motorized gate valve Berth 5 (branch) 1625-GD-A0-76120 /21625-GVM-0018 Electric driver 0,2 0,05 0,011626-GV-0019 Motorized gate valve Berth 5 (branch) 1625-GD-A0-76120 /21625-GVM-0019 Electric driver 0,1 0,05 0,0051626-GV-0020 Motorized gate valve Berth 5 (branch) 1625-GD-A0-76120 /21625-GVM-0020 Electric driver 0,1 0,05 0,0051626-GV-0021 Motorized gate valve Berth 5 (branch) 1625-GD-A0-76120 /21625-GVM-0021 Electric driver 0,1 0,05 0,0051627-GV-0001 Motorized gate valve Berth 6 1625-GD-A0-761201627-GVM-0001 Electric driver 1,1 0,05 0,0551627-GV-0002 Motorized gate valve Berth 6 1625-GD-A0-761201627-GVM-0002 Electric driver 1,1 0,05 0,0551627-GV-0003 Motorized gate valve Berth 6 1625-GD-A0-761201627-GVM-0003 Electric driver 1,1 0,05 0,0551627-GV-0004 Motorized gate valve Berth 6 1625-GD-A0-761201627-GVM-0004 Electric driver 1,1 0,05 0,0551627-GV-0005 Motorized gate valve Berth 6 1625-GD-A0-761201627-GVM-0005 Electric driver 3 0,05 0,151627-GV-0006 Motorized gate valve Berth 6 1625-GD-A0-76120 /21627-GVM-0006 Electric driver 0,2 0,05 0,011627-GV-0007 Motorized gate valve Berth 6 1625-GD-A0-76120 /21627-GVM-0007 Electric driver 0,1 0,05 0,0051627-GV-0008 Motorized gate valve Berth 6 1625-GD-A0-76120 /21627-GVM-0008 Electric driver 0,1 0,05 0,0051627-GV-0009 Motorized gate valve Berth 6 1625-GD-A0-76120 /21627-GVM-0009 Electric driver 1,1 0,05 0,0551627-GV-0010 Motorized gate valve Berth 6 1625-GD-A0-76120 /21627-GVM-0010 Electric driver 0,1 0,05 0,0051620-GV-0001 Motorized gate valve Onshore 1625-GD-A0-76120 /21620-GVM-0001 Electric driver 1,1 0,05 0,0551620-GV-0002 Motorized gate valve Onshore 1625-GD-A0-76120 /21620-GVM-0002 Electric driver 0,2 0,05 0,011620-GV-0003 Motorized gate valve Onshore 1625-GD-A0-76120 /21620-GVM-0003 Electric driver 0,55 0,1 0,0551620-GV-0004 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0004 Electric driver 0,55 0,1 0,0551620-GV-0005 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0005 Electric driver 1,1 0,1 0,111620-GV-0006 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0006 Electric driver 1,1 0,1 0,111620-GV-0007 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0007 Electric driver 1,1 0,1 0,111620-GV-0008 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0008 Electric driver 1,1 0,1 0,111620-GV-0009 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0009 Electric driver 1,1 0,1 0,111620-GV-0010 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0010 Electric driver 1,1 0,1 0,111620-GV-0011 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0011 Electric driver 1,1 0,1 0,111620-GV-0012 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0012 Electric driver 1,1 0,1 0,111620-GV-0013 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0013 Electric driver 1,1 0,1 0,111620-GV-0014 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0014 Electric driver 1,1 0,1 0,11




A ARUIJ 6-3-2009



1620-GV-0015 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0015 Electric driver 3 0,1 0,31620-GV-0016 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0016 Electric driver 3 0,1 0,31620-GV-0017 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0017 Electric driver 3 0,1 0,31620-GV-0018 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0018 Electric driver 3 0,1 0,31620-GV-0019 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0019 Electric driver 3 0,1 0,31620-GV-0020 Motorized gate valve Tie-in 1625-GD-A0-761201620-GVM-0020 Electric driver 3 0,1 0,31620-GV-0021 Motorized gate valve Tie-in 1625-GD-A0-76120 /21620-GVM-0021 Electric driver 1,1 0,1 0,111620-GV-0022 Motorized gate valve Tie-in 1625-GD-A0-76120 /21620-GVM-0022 Electric driver 0,2 0,1 0,021620-GV-0023 Motorized gate valve Tie-in 1625-GD-A0-76120 /21620-GVM-0023 Electric driver 0,1 0,1 0,011620-GV-0024 Motorized gate valve Tie-in 1625-GD-A0-76120 /21620-GVM-0024 Electric driver 0,1 0,1 0,011620-DV-0001 Motorized drain valve Onshore 1625-GD-A0-76120 1620-DVM-0001 Electric driver 0,1 0,1 0,011620-DV-0002 Motorized drain valve Onshore 1625-GD-A0-76120 1620-DVM-0002 Electric driver 0,1 0,1 0,011620-DV-0003 Motorized drain valve Onshore 1625-GD-A0-76120 1620-DVM-0003 Electric driver 0,1 0,1 0,011620-DV-0004 Motorized drain valve Onshore 1625-GD-A0-76120 1620-DVM-0004 Electric driver 0,1 0,1 0,011620-DV-0005 Motorized drain valve Onshore 1625-GD-A0-76120 1620-DVM-0005 Electric driver 0,1 0,1 0,011625-IV-0001 Motorized isolation valve Berth 41625-IVM-0001 Electric driver 1,1 0,1 0,111625-IV-0002 Motorized isolation valve Berth 41625-IVM-0002 Electric driver 1,1 0,1 0,111625-IV-0003 Motorized isolation valve Berth 41625-IVM-0003 Electric driver 1,1 0,1 0,111625-IV-0004 Motorized isolation valve Berth 41625-IVM-0004 Electric driver 1,1 0,1 0,111626-IV-0001 Motorized isolation valve Berth 51626-IVM-0001 Electric driver 1,1 0,1 0,111626-IV-0002 Motorized isolation valve Berth 51626-IVM-0002 Electric driver 1,1 0,1 0,111626-IV-0003 Motorized isolation valve Berth 51626-IVM-0003 Electric driver 1,1 0,1 0,111626-IV-0004 Motorized isolation valve Berth 51626-IVM-0004 Electric driver 1,1 0,1 0,111627-IV-0001 Motorized isolation valve Berth 61627-IVM-0001 Electric driver 0,55 0,1 0,0551627-IV-0002 Motorized isolation valve Berth 61627-IVM-0002 Electric driver 0,55 0,1 0,0551627-IV-0003 Motorized isolation valve Berth 61627-IVM-0003 Electric driver 0,55 0,1 0,0551627-IV-0004 Motorized isolation valve Berth 61627-IVM-0004 Electric driver 0,55 0,1 0,0551628-GV-0001 Motorized gate valve Berth 71628-GVM-0001 Electric driver 0,2 0,1 0,021628-GV-0002 Motorized gate valve Berth 71628-GVM-0002 Electric driver 1,1 0,1 0,111629-GV-0001 Motorized gate valve Berth 81629-GVM-0001 Electric driver 1,1 0,1 0,11




A ARUIJ 6-3-2009



QUICK RELEASE HOOKS

Berth 4 Quick release hook dolphin 1 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 2 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 3 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 4 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 5 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 6 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 7 7,5 0,1 0,75 Berth 4Berth 4 Quick release hook dolphin 8 7,5 0,1 0,75 Berth 4

Berth 5 Quick release hook dolphin 1 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 2 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 3 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 4 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 5 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 6 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 7 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 8 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 9 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 10 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 11 7,5 0,1 0,75 Berth 5Berth 5 Quick release hook dolphin 12 7,5 0,1 0,75 Berth 5

Berth 6 Quick release hook dolphin 1 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 2 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 3 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 4 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 5 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 6 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 7 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 8 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 9 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 10 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 11 7,5 0,1 0,75 Berth 6Berth 6 Quick release hook dolphin 12 7,5 0,1 0,75 Berth 6

PRODUCT TRANSFER EQUIPMENT1625-N-0001 Loading arm 5,5 0,2 1,1 Berth 4 1625-GD-A0-761201625-N-0002 Loading arm 5,5 0,2 1,1 Berth 4 1625-GD-A0-761201626-N-0001 Loading arm 5,5 0,2 1,1 Berth 5 1625-GD-A0-761201626-N-0002 Loading arm 5,5 0,2 1,1 Berth 5 1625-GD-A0-761201626-N-0003 Loading arm 5,5 0,2 1,1 Berth 5 1625-GD-A0-761201626-N-0004 Loading arm 5,5 0,2 1,1 Berth 5 1625-GD-A0-761201627-N-0001 Loading arm 5,5 0,2 1,1 Berth 6 1625-GD-A0-761201627-N-0002 Loading arm 5,5 0,2 1,1 Berth 6 1625-GD-A0-761201627-N-0003 Loading arm 5,5 0,2 1,1 Berth 6 1625-GD-A0-76120

BUILDINGS

Harbour administration building 250 0,8 200 OnshoreFire station 100 0,5 50 Onshore

Guard House 1 10 0,8 8 OnshoreGuard House 2 10 0,8 8 Onshore

Substation ES31 10 0,8 8 Onshore

SITE LIGHTING

Breakwater 1 20 1 20

Brealwater 2 2 1 2

Short quay (tug boats) 1 1 1

Berth 4 2 1 2Berth 5 2 1 2Berth 6 2 1 2

On shore area 30 1 30

VESSEL ACCESS STRUCTURES

Vessel access structure Berth 4 5 0,2 1Vessel access structure Berth 5 5 0,2 1Vessel access structure Berth 6 5 0,2 1

TOTAL SIMULTANEOUS CONSUMPTION ESTIMATE 381,23


APPENDIX G TIE IN LIST ELECTRICAL




A ARUIJ 6-3-2009Tie - In List Electrical

REV. PREP. CHK. APP. DATE

Tie-In no. From substation Feeder Voltage level To substation Feeder Cable length Remarks

001 ES-3 A-34 6.6 kV ES 31 A3002 ES-3 B-9 6.6 kV ES 31 B1


APPENDIX H INSTRUMENTS LIST


DOC NO: 1620-SA-A4-70016 Sheet 1 of 1


A ARUIJ 6-3-2009Instruments List

REV. PREP. CHK. APP. DATE

Tag Description Manuf. Press. Temp. Press. Temp. Set point Range Location Lin/ Termination Loop P&ID No. Layout Dwg RTU In/Out Hook upno. (barg) (oC) (barg) (oC) Equip. Diag. Diag. No.

1625-PIT-0001 Pressure indicator transmitter atm amb 20 50 Berth 4 4-20mA1625-PIT-0002 Pressure indicator transmitter atm amb 20 50 Berth 4 4-20mA1626-PIT-0003 Pressure indicator transmitter atm amb 20 50 Berth 51626-PIT-0004 Pressure indicator transmitter atm amb 20 50 Berth 51625-PIT-0005 Pressure indicator transmitter atm amb 20 50 Berth 51626-PIT-0006 Pressure indicator transmitter atm amb 20 50 Berth 51627-PIT-0007 Pressure indicator transmitter atm amb 20 50 Berth 61627-PIT-0008 Pressure indicator transmitter atm amb 20 50 Berth 61627-PIT-0009 Pressure indicator transmitter atm amb 20 50 Berth 6 4-20mA1625-TIT-0001 Temperature indicator transmitter atm amb 20 50 Berth 4 4-20mA1625-TIT-0002 Temperature indicator transmitter atm amb 20 50 Berth 4 4-20mA1626-TIT-0003 Temperature indicator transmitter atm amb 20 50 Berth 5 4-20mA1626-TIT-0004 Temperature indicator transmitter atm amb 20 50 Berth 51626-TIT-0005 Temperature indicator transmitter atm amb 20 50 Berth 51626-TIT-0006 Temperature indicator transmitter atm amb 20 50 Berth 51627-TIT-0007 Temperature indicator transmitter atm amb 20 50 Berth 61627-TIT-0008 Temperature indicator transmitter atm amb 20 50 Berth 61627-TIT-0009 Temperature indicator transmitter atm amb 20 50 Berth 61625-LISA-0001 Level indicator signal alarm atm amb 20 50 300 mm - 6 m Berth 4 4-20mA1626-LISA-0002 Level indicator signal alarm atm amb 20 50 300 mm - 6 m Berth 5 4-20mA1627-LISA-0003 Level indicator signal alarm atm amb 20 50 300 mm - 6 m Berth 6 4-20mA1620-LISA-0004 Level indicator signal alarm atm amb 20 50 300 mm - 6 m Onshore 4-20mA1625-FD-0001 UV/IR flame detector atm amb 20 50 15 m Berth 4 4-20mA1625-FD-0002 UV/IR flame detector atm amb 20 50 15 m Berth 4 4-20mA1626-FD-0003 UV/IR flame detector atm amb 20 50 15 m Berth 5 4-20mA1626-FD-0004 UV/IR flame detector atm amb 20 50 15 m Berth 5 4-20mA1627-FD-0005 UV/IR flame detector atm amb 20 50 15 m Berth 6 4-20mA1627-FD-0006 UV/IR flame detector atm amb 20 50 15 m Berth 6 4-20mA

Operating Design

9R4944 - 0423 - EPC BD Vol II - Exhibit C1 - Performance Specifications and Design Criteria

Documents

reference design

specific design conditions

general design criteria

design philosophy

site conditions

meteorological conditions

appendix b

final report 9r4944q0