DP31C

ExxonMobil Proprietary

MARINE TERMINAL Section Page

FACILITY LAYOUT CONSIDERATIONS XXXI-C 1 of 43

DESIGN PRACTICES December, 2000

ExxonMobil Research and Engineering Company Fairfax, VA

CONTENTSSection Page

SCOPE ............................................................................................................................................................4

REFERENCES ................................................................................................................................................4

INTRODUCTION .............................................................................................................................................4

FACILITY TYPES............................................................................................................................................5

DATA NEEDS .................................................................................................................................................9

NAVIGATIONAL APPROACH ........................................................................................................................9

ORIENTATION OF PORT ENTRANCE & CHANNELS ........................................................................10

WIDTH OF PORT ENTRANCE & CHANNELS.....................................................................................12Channel Bends...................................................................................................................................13Channel Side Slopes..........................................................................................................................14Maneuvering Area & Turning Basin ...................................................................................................14Area Alongside the Berth ...................................................................................................................14Water Depth .......................................................................................................................................15

LOCATION AND ORIENTATION OF FIXED BERTH(S) ..............................................................................15

ENVIRONMENTAL CONDITIONS........................................................................................................15

SPACING GUIDELINES .......................................................................................................................15

SPECIAL CONSIDERATIONS FOR LNG BERTHS .............................................................................16

LAYOUT OF BREASTING AND MOORING DOLPHINS .............................................................................17

LOADING PLATFORMS .......................................................................................................................17Elevation ............................................................................................................................................17Alignment & Setback..........................................................................................................................18Dimensions ........................................................................................................................................18

EQUIPMENT SPACING........................................................................................................................19Loading Arms .....................................................................................................................................19Hose / Hose Tower.............................................................................................................................21

BUNKERING.........................................................................................................................................22

GANGWAYS (POWERED / MANUAL) .................................................................................................23

PIPELINE MANIFOLDS ........................................................................................................................24

METER RUNS / PROVERS..................................................................................................................27

OPERATORS SHELTER .....................................................................................................................27

CRANES (HOSE / GANGWAY HANDLING OR MAINTENANCE) .......................................................28

CONTAINMENT AREA .........................................................................................................................28

FIRE FIGHTING (PUMPS, DRUM, MONITORS, ETC.)........................................................................29Fire Pumps.........................................................................................................................................29Foam Tanks .......................................................................................................................................30Water / Foam Monitors.......................................................................................................................30Fire Hydrants / Hose Reels ................................................................................................................30Fire Equipment Cabinet......................................................................................................................30

EMERGENCY ISOLATION EQUIPMENT.............................................................................................30


Section Page MARINE TERMINAL

XXXI-C 2 of 43 FACILITY LAYOUT CONSIDERATIONSDecember, 2000 DESIGN PRACTICES


CONTENTS (Cont)Section Page

UTILITY RACKS, BACKFLOW PREVENTER & METER ..................................................................... 31

ELECTRICAL PANELS / JUNCTION BOXES ...................................................................................... 32

OIL SPILL RESPONSE EQUIPMENT .................................................................................................. 32

MVR VAPOR HEADER & ARRESTORS.............................................................................................. 32

WALKWAY / OPEN AREAS ................................................................................................................. 32

SMALL CRAFT / LAUNCH ACCESS.................................................................................................... 32

ACCESS TRESTLE ...................................................................................................................................... 33

OTHER FACILITIES AND EQUIPMENT ...................................................................................................... 36

ANCHORAGE....................................................................................................................................... 36Breakwaters ....................................................................................................................................... 37Navigational Aids ............................................................................................................................... 38Small Boat Harbor.............................................................................................................................. 38Tier 1 Oil Spill Response Equipment ................................................................................................. 38

BUOY TERMINALS (MBM & SPM) .............................................................................................................. 38

LOCATION ........................................................................................................................................... 38

ORIENTATION ..................................................................................................................................... 40Water Depth....................................................................................................................................... 40

CBB SHIP ANCHOR LAYOUT CONSIDERATIONS ............................................................................ 40

CBB BUOY LAYOUT CONSIDERATIONS........................................................................................... 41

CBB PLEM LOCATION CONSIDERATIONS ....................................................................................... 43

TABLESTable 1 Port Entrance Channel Segment Length....................................................................... 10Table 2 Loading Arm Spacing Guidelines .................................................................................. 19Table 3 Loading Arm Setback Guidelines .................................................................................. 20Table 4 Space Guidelines for Meter Runs ................................................................................. 27Table 5 Space Guidelines for Meter Provers ............................................................................. 27Table 6 Space Guidelines for Isolation Valves........................................................................... 30Table 7 Pipeline Loop Dimensions............................................................................................. 36Table 8 Tanker Anchor Chain Length ........................................................................................ 40






CONTENTS (Cont)Section Page

FIGURESFigure 1 Types of Conventional Piers..........................................................................................6Figure 2 Types of Sea Islands .....................................................................................................6Figure 3 Types of Multiple Buoy Berths .......................................................................................7Figure 4 Types of Single Point Mooring Berths............................................................................8Figure 5 Channel Sections...........................................................................................................9Figure 6 Types of Harbors / Ports..............................................................................................11Figure 7 Navigational Channel Lane Types ...............................................................................12Figure 8 Channel Segment Arrangement ..................................................................................13Figure 9 Layout of Widened Parallel Bends...............................................................................14Figure 10 Finger Pier Spacing .....................................................................................................16Figure 11 Loading Platform Alignment & Setback .......................................................................18Figure 12 Loading Arm Layout and Spacing................................................................................21Figure 13 Space Allocation for Hose Towers...............................................................................22Figure 14 Space Allocation for Tower Gangway..........................................................................24Figure 15 Pipeline Manifold Layout -- Single Corridor Arrangement............................................25Figure 16 Pipeline Manifold Layout -- Dual Corridor Arrangement ..............................................26Figure 17 Meter Run Typical Arrangement ...............................................................................27Figure 18 Meter Prover -- Typical Arrangement...........................................................................28Figure 19 Typical Layout for Firewater Pump Station ..................................................................29Figure 20 Isolation Valve Vertical Installation ...........................................................................31Figure 21 Isolation Valve Horizontal Installation .......................................................................31Figure 22A Access Trestle Arrangement #1 ..................................................................................33Figure 22B Access Trestle Arrangement #1 ..................................................................................34Figure 23A Access Trestle Arrangement #2 ..................................................................................34Figure 23B Access Trestle Arrangement #2 ..................................................................................35Figure 24A Diameter of Free-Swinging Anchorage Areas..............................................................37Figure 24B Maneuvering at Conventional MBMs ..........................................................................39Figure 25 Layout of SPMs...........................................................................................................39Figure 26 Layout of MBMs...........................................................................................................41Figure 27 MBM with Forward Breast Buoy ..................................................................................42

Revision Memo

12/00 Initial issue of Design Practice XXXI-C.





SCOPE

This design practice covers the layout and spacing considerations for conventional piers, sea islands, multi-buoy moorings, andsingle point moorings. These considerations are primarily intended to apply to the design of new terminals or new berths atexisting terminals. This Design Practice may also be used to determine if an existing berth is suitable to handle a differentsize / type of vessel.

This Design Practice provides general guidelines and rules of thumb for use in the early planning phases of projects (Gate 1review). These considerations should be supplemented and reconfirmed by detailed studies e.g. shiphandling simulation,model testing, mooring analysis, numerical modeling of coastal processes, etc prior to project approval and final design.

Because the basic units for this technology are metric, the usual convention of using customary first has been reversed for theunits.

REFERENCES

DESIGN PRACTICES

Section XXXI-I Safety Considerations for the Design of Marine Terminals

Section XXXI-L Evacuation, Egress, and Safe Haven Considerations

Section XXXI-M Fender Systems

INTERNATIONAL PRACTICES

IP 3-2-3 Firewater Systems

IP 3-7-1 Piping Layout, Supports and Flexibility

OTHER REFERENCES

1. Approach Channels A Guide for Design, Permanent International Association of Navigation Congresses (PIANC), June1997

2. Site Selection and Design for LNG Ports and Jetties, Society of International Gas Tanker and Terminal Operators,Information Paper 14, 1st Edition, January 1997

3. Design Manual 26.1 Harbors, Naval Facilities Engineering Command, December 1984

4. Port Engineering Volume 1, 4th Edition, Per Brun, Gulf Publishing, 1989

5. Underkeel Clearance in Ports, Exxon International Tanker Department, EII.1TTM.82, Nov. 1982

6. Design Manual 25.1 Piers & Wharves, Naval Facilities Engineering Command, October 1987

7. Marine Safety Criteria for Industry Vessels in ExxonMobil Service, International Marine Transportation Ltd., 2000 Edition

8. Planning and Design of Pier Facilities, Mobil Technology Company, MP 05-P-02, July 1999

9. Manual of Petroleum Measurements, API

10. Shore Protection Manual, US Army Corps of Engineers, 1984

11. Planning and Selection Guide for Oil Spill Response Equipment, ER&E Report No. EE.39E.93

12. Rules for Classifying and Building Steel Vessels-Part 3, American Bureau of Shipping (ABS), 1997

INTRODUCTION

The siting and layout of a berth and the navigational approach are critically important to a project with respect to riskprevention, berth operability, and investment costs. The orientation, layout and dimensioning of navigational channels andmaneuvering areas should be properly determined in order to reduce the probability of port passage collisions and groundingincidents. Conventional piers, Sea Islands, and multiple buoy moorings (MBM) should be carefully positioned and oriented tominimize exposure to waves so that berth downtime is minimized. The investment cost will be significantly impacted if a pier orsea island is positioned without suitable natural sheltering thus requiring construction of a breakwater. The need for dredgingand/or installation of a long access trestle or submarine pipeline length from shore can also significantly affect the investmentcost. The layout of the berth structures and loading platform can help to prevent and mitigate berth-related incidents (berthing,mooring, fires, etc.).






FACILITY TYPES

Many different types of marine facilities exist to satisfy different geographical conditions, environmental conditions, andoperating requirements. Marine berth facilities are broadly classified into the following four categories:

Conventional Piers

Sea Islands

Multiple Buoy Moorings (MBM)

Single Point Moorings (SPM)Downstream terminals typically fall in the first three categories with most being conventional piers. Upstream terminalsfrequently are of the single point mooring type.

Conventional Piers - Encompass all variations of wharf, bulkhead, breasting platform and dolphin-type piers. Conventionalpiers are generally sub-categorized into the following two types of piers based on their orientation to the shoreline:

Marginal Pier Oriented parallel to the shoreline because of current patterns or pier line or channel restrictions.

Finger Pier Oriented perpendicular to the shoreline usually due to limited waterfront area and the need for multiple berthsBreasting Dolphins A water based structure, independent of the loading platform, that absorbs the impact of a berthing shipand against which a moored ship breasts.

Breasting Platform A water based structure that serves the dual purpose of breasting dolphins and a loading platform.

Bulkhead / Quay Wall A continuous faced, land based type of pier typically oriented parallel to the shoreline and backed byfill.

Loading Platform A water based structure used to support cargo transfer equipment, firefighting and safety equipment,sumps, etc. when breasting dolphins are used.

Mooring Dolphin A water based structure, independent of the loading platform, to which the vessels mooring lines areattached.

Mooring Point A land based structure, to which the vessels mooring lines are attached.

Trestle A water based structure used to connect a breasting or loading platform to shore. Trestles usually consist of pipesupports and a roadway.

Turning Dolphin A water based structure, located at the offshore end of a finger pier that may be contacted by the vesselduring the turning maneuver into the berth and to which the vessels mooring lines are attached.

Wharf A continuous faced, water based type of construction used for finger piers and supported on piles.

Generally, dolphin type piers usually require less investment than wharf or bulkhead type terminals. Bulkhead type terminalsare normally suitable for water depths of 7 meters or less. Breasting platforms are generally not recommended due toconcerns of possible damage to cargo transfer equipment (and spill) should a berthing incident occur.





FACILITY TYPES (Cont)

FIGURE 1TYPES OF CONVENTIONAL PIERS

Bresting Dolphin

Roadway

DOLPHIN TYPE WHARF TYPE

MARGINAL PIERS FINGER PIERS

Mooring Dolphin

Loading PplatformPipe Trestle

Shoreline

Shoreline

Turning Dolphin

BREASTING PLATFORM TYPEBULKHEAD/QUAY WALL TYPEDP31Cf01

Sea Islands Offshore berths that are similar in construction to dolphin or breasting platform types of conventional piersexcept that their only connection to shore is by submarine pipelines. Sea Islands can be designed to service ships on one orboth sides.

FIGURE 2TYPES OF SEA ISLANDS

SINGLE SIDE TYPE DUAL SIDE TYPE

Loading Platform

Submarine PipelinesMooringDolphins

Breasting Dolphin

DP31Cf02







Multiple Buoy Moorings (MBM) There are two main categories of Multiple Buoy Moorings (MBM):

Conventional Buoy Berth (CBB) Offshore berths in which the ships bow is held in position by the ships ownanchors while 3 to 7 mooring buoys are used to secure the stern. CBB are themost common type of MBM.

All Buoy Berth (ABB) Offshore berths in which both the ships bow and stern are held in position by atotal of four to eight mooring buoys. ABBs are generally located where bottomconditions prevent the use of ships anchors or where additional mooring restraintis needed for the expected environmental conditions.

At buoy berths, submarine pipelines run from shore tankage to the area of the buoys. Loading or unloading operations areaccomplished through a system of flexible hoses that are connected between the submarine pipeline end manifold and theships manifold.

FIGURE 3TYPES OF MULTIPLE BUOY BERTHS

CONVENTIONAL BUOY BERTH (CBB) ALL BUOY BERTH (ABB)

Buoy Chain

Anchor

Hose

Pipeline

Mooring lines

Ship's Anchorand Chain

Hoses

Pipelines

Anchors

Mooring lines

Mooring lines

End Manifold Pipelineto Shore

DP31Cf03(May have 3,5,or 7 Bouys, Shown Above)

Single Point Moorings (SPM) At SPMs, ships are moored with only a bowline to a single buoy or tower. Consequently, theship is free to weathervane around the point to which the bowline is attached. The cargo is transferred by rubber hosesbetween the ships manifold and a cargo swivel located on the SPM. The two most common types of SPMs are:

CALMs Catenary Anchor Leg Moorings are comprised of a single buoy restrained by afive to eight conventional chain-anchor legs. The cargo is conveyed between thesubmarine pipeline and the buoy by submarine hoses. The mooring line isconnected to the cargo swivel on the buoy by a lever arm. This device is used torotate the swivel with the mooring line. Floating hoses connect the cargo swivelon the buoy to the vessel manifolds. CALMs are the most common type of singlepoint mooring.

SALMs Single Anchor Leg Moorings are comprised of a buoy moored by means of onevertical chain or pipe attached to a single base anchored to the seabed. Thecargo is transferred from a submerged cargo swivel to the ships manifold byrubber hoses. The swivel is turned by the cargo hoses. The ships bow mooringline is attached to the buoy.






FIGURE 4TYPES OF SINGLE POINT MOORING BERTHS

TYPICAL CALM SYSTEM

Turntable

SubmarineHose Strings

Seabed

FloatingHose Strings

Manifold

Mooring Assemblies

Anchor Chain

MSL

Pipeline EndManifolds

SubmarinePipeline Anchors or

Anchor Piles

TYPICAL SALM SYSTEM

MSL

Manifold

Seabed

Hose Strings

Piles

Mooring Buoy

Mooring

Anchor Leg Swivel

Anchor Leg

Fluid Swivel Assembly

UniversalJoints

Jumper hose

Pipeline End Manifold

DP31Cf04






DATA NEEDS

The principal information needed for the siting and layout of the berth and navigational channel include:

Hydrographic Charts & Bathymetry

Tidal Range & Water Level Variations

Environmental Conditions:(For different return periods)

+ Wave Intensity & Direction

+ Current patterns, velocity & direction

+ Wind Rose

+ Other (seismicity, ice, fog, etc.)

Geotechnical Information of Seabed Conditions & Materials

Location of Environmentally Sensitive Areas and Navigational Restrictions

Fleet of Vessels (parameters for expected range of products and sizes)

NAVIGATIONAL APPROACH

The general location of the terminal site and the navigational approach often will be often be dictated by the proximity to theonshore process or producing facilities. Guidelines for port siting is are not covered in the Design Practice. Siting guidelinesare covered in References 1-4. Layout, orientation and dimensioning of navigational approaches should be jointly developed inconsultation with a nautical specialist from one of ExxonMobils marine transportation companies (SeaRiver Maritime orInternational Marine Transportation).

For a particular site location, the first step in developing a preliminary layout of the navigational approach is to subdivide it intosections based on the severity of the environmental conditions. Typically, these sections include (Figure 5):

Outer Approach Channel & Port Entrance

Inner Approach Channel

Vessel Stopping Area and Turning Basin

Berth Maneuvering Area

FIGURE 5CHANNEL SECTIONS

BERTHS MANEUVERING AREA

InteriorChannel

Open Ocean wave

Environment

Transition to Protected

Wave Environment

EntranceChannel

Port Entrance

OuterChannelEntrance

Vessel StoppingArea and Turning

Basin

Berth area

DP31Cf05

~





NAVIGATIONAL APPROACH (Cont)

The terminal may be sited within different types of natural or artificially protected harbors (Figure 6) that include landextensions (man-made or natural) that border and protect the inner port area. The port entrance provides vessel passage fromthe outer channel in the open sea to a wave-sheltered inner channel and berth area. Where there is no defined barrier, theentrance to the dredged approach channel may be considered as the port entrance. In the latter case, the design of theapproach channel from the sea entrance to the maneuvering area at the berth should be adjusted along its length to accountfor the differences in natural sheltering and environmental conditions.

ORIENTATION OF PORT ENTRANCE & CHANNELS

The principle considerations governing the layout of channels are:

Shortest channel length

Conditions / basins at either end of the channel

The need to avoid obstacles that are difficult / costly to remove / dredge and areas subject to high siltation rates that wouldrequire excessive maintenance dredging

Prevailing winds, currents and waves

Avoiding bends near port entrances

The edge of channels should be positioned such that passing ships do not damage neighboring berths, facilities and do notcause excessive movements / forces on moored vessels.

Channels should be oriented parallel to the berth lines and directed to a safe position off the berth (to avoid possibility ofdirect collision with the berth if vessel engine fails).

The outer channel and port entrance should be designed so that the action of waves, currents and winds are directed as closeas possible toward the bow or stern of the ship. Both outer and inner channels should follow as straight a line as possible.Bends in close proximity to the entrance should be avoided with straight channel segments extending to and from the entrance.Length of straight segments on either side of the port entrance should be set based on length of the largest vessel and speedper Table 1.

TABLE 1PORT ENTRANCE CHANNEL SEGMENT LENGTH

PORT ENTRANCE CHANNELS

VESSEL SPEED, (KNOTS) STRAIGHT SEGMENT LENGTH*

5 - 8 2.5-3 L

8 - 12 3-4 L

> 12 4-5 L

* - Multiplier of largest vessel LOA

The effect of cross currents, winds or waves together with limited maneuverability or speed results in vessels proceedingforward at a small angle (drift) to their correct course. The orientation of the channel / entrance should consider theenvironmental conditions and vessel maneuverability and should be adjusted as needed to ensure that the drift angle does notexceed 10 - 15 degrees.







FIGURE 6TYPES OF HARBORS / PORTS

ARTIFICIAL HARBORS

Inland Basin Offshore Basin

PROTECTED HARBORS

Natural Harbor

River Harbor

Bay Indentation Offshore Island

DP31Cf06






WIDTH OF PORT ENTRANCE & CHANNELS

Channels can be classified for either one way or two way ship traffic. The width of a channel for one way traffic is determinedby subdividing into lanes, a basic maneuvering lane with additions for environmental and operational conditions and a bankclearance on each side of the channel. For channels with two-way traffic, an additional lane or width for the passing clearancebetween ship lanes is provided. The lanes are illustrated on Figure 7.

FIGURE 7NAVIGATIONAL CHANNEL LANE TYPES

Channel Axis

PassingDistance

Manuvering

Lane

Manuvering

Lane

Bank ClearanceBank Clearance

DP31Cf07

The basic maneuvering lane is the vessels beam plus the distance required for the pilot to identify and execute a requiredchange in course. This lane is expanded to account for the additional channel width necessary to contain the ships track dueto wind, wave, and current effects and account for other operational factors. A bank clearance is included on each side of thechannel if there is a natural bank or bank created by dredging.

The width of the channels and port entrance should be determined in accordance with Reference 1 with the following inputdata:

Maximum Vessel Size (Length & Beam)

Channel Use (one-way or two-way)

Vessel Maneuverability

Vessel speed

Prevailing cross wind & current, longitudinal current, &wave conditions

Navigation aids

Depth to draft ratio

Seabed conditions

Cargo Hazard Level

Bank Condition

Port Traffic DensityReference 1 (Section 5.3) defines the channel width as a multiple of the ship beam based on the above factors. Differentvalues are provided for outer channels exposed to open sea and for inner channels in protected waters. Values for outerchannels should be selected if the section of channel is exposed to waves of significant wave height of 1 meter or more.Channel use i.e. one-way or two-way, should consider the number of vessels calling at the terminal and any other traffic callingat other terminals within the port. The operational delay cost of incoming vessels awaiting departure and clearance of outgoingvessels needs to be weighed against the additional investment cost of dredging a wider channel.







Moderate vessel maneuverability may be assumed for most tankers and gas carriers in selecting the width of the basicmaneuvering lane width (1.5 times beam) from Reference 1. Assumptions regarding vessel speed should be checked with anautical specialist from one of ExxonMobils marine companies (SeaRiver Maritime or International Marine Transportation).The selection of environmental parameters should reflect site-specific metaocean conditions and be set high enough to avoidexcessive port downtime. The value of the navigational aid factor should be assumed as moderate for most port locationsunless site-specific visibility conditions warrant an adjustment. Cargo hazard should be assumed as moderate for tankers andhigh for gas carriers. Reference 2 states that the total channel width should be about five times the beam for LNG ships.

The width of the port entrance should be determined from Reference 1 using the above approach or set equal to the vessellength, whichever is greater.

Channel Bends

A channel bend should be included in a design only where absolutely necessary. Channel bends increase the risk of vesselgrounding due to failure of the steering gear or human error. The change in water flow in a bend will also affect the handling ofthe vessel and requires more width than a straight section. Other factors that increase the difficulty of maneuvering in a bendinclude the reduction of clear sight distance and navigational aid effectiveness.

Where possible, channels should also be oriented to meet the following idealized objectives:

A single curve is preferred over a sequence of smaller turns at close intervals, provided the channel is clearly marked.

Straight segments with lengths not less than five times the vessel LOA should separate successive bends (Figure 8).

FIGURE 8CHANNEL SEGMENT ARRANGEMENT

Preferred Arrangement of NavigationalBuoys

(Gated Buoys)

R

R

R

RR = Bend Radiusa = Bend Angle

DW= Additional Width

W+DW

a

a

W1

W2

W+DW

5L

DP31Cf08






For single screw tankers and other vessels with limited maneuverability, a widened parallel curve is required (Figure 9).Widening of the curve should begin as a transition from the preceding channel and reach its full width at the start of the bend.Such a transition causes a change in the hydrodynamic forces acting on the vessel as it enters the turn. Reference 3 statesthat a transition length of 10 times the additional width is required. Reference 1 defines the required radius of the bend andwidth as a function of vessel rudder angle and water depth to draft ratio. For the bend radius, values are given in terms as aratio of the vessel length between perpendiculars. The additional width is the difference between the value obtained fromReference 1 for the bend and straight segments. In order to provide a maneuvering safety margin, the bend dimensions shouldbe based on a vessel rudder angle not exceeding 20 degrees.

FIGURE 9LAYOUT OF WIDENED PARALLEL BENDS

d Angle of Deflection

20

1

20 1

Transition

Ly

w+dw

w

R

20

20

1

1

Ly

Transit

ion

w

d Central Angled = Constant

DP31Cf09

2

dw

2

wRR1 = 2

dw

2

wRR2 ++=

Channel Side Slopes

For dredged channels, the effect of the side seabed slopes on the channel layout and dredging quantities should also beconsidered. Underwater slopes are usually much flatter than abovewater slopes in order to avoid excessive sloughing andredeposition in the channel due to exposure to waves, currents, propeller wash, etc. For soft, muddy bottoms, side slopes of1:10 (vertical to horizontal) are common. For denser, sandy bottoms, side slopes of 1:5 are common. Final selection of theseabed slope should be based on the results of a geotechnical investigation.

Maneuvering Area & Turning Basin

The actions of stopping and turning of vessels governs the layout and dimensioning of the maneuvering area. The distance inwhich a vessel is stopped is a function of several parameters including initial vessel speed, water depth, environmentalconditions and tug assistance. The length of the channel and maneuvering area should be sufficient to ensure that the vesselcan safely stop without overshooting the berth area. For planning studies, stopping distances should be checked on the basisof one vessel length for each knot of initial vessel speed.

Section XXXI-I states the required minimum diameter for turning basins. Reference 2 states that the diameter of turningbasins for LNG ships be two to three times the vessel length.

Area Alongside the Berth

The length of the area alongside the berth should be sufficient to satisfy the spacing criteria provided in Section XXXI-I for thelargest vessel. There should be a gradual transition between this area alongside the berth out to the full dimensions of theturning basin / maneuvering area.







Water Depth

Section XXXI-I provides minimum requirements for water depth and minimum underkeel clearance for the berth area for aconventional pier or Sea Island, and maneuvering area / turning basin. The immediate berth area is defined with a length asstated above and a width of 1.5 times the beam from the berth fender line. To allow for flexibility so that the vessel can eitherbe turned on arrival or at departure from the berth, the turning basin depth should be also based on the maximum vessel draft.

Reference 5 provides a rational approach for determining the underkeel clearance for the inner channel, and outer channel /entrance. The primary difference in calculating underkeel clearance between the berth area and the channel / entrance areasis the effect of vessel response to waves and squat. Squat is the combined effect of sinkage and trim due to the forwardvelocity of a ship. In the absence of a detailed analysis using Reference 5, a minimum underkeel clearance can be set at 15%of maximum draft for inner channels and at 30% for outer channels and port entrances.

Whereas, the water depth in the berth area should consider the maximum draft at low tide, a higher tidal level may beconsidered for the design of the approach channel and entrance. However, it is imperative that the selected tidal level allowssufficient time for the vessel to transit the channel with additional safety / time margin (to account for possible vessel delays andbreakdowns). The impact of tidal restrictions on vessel delay costs and berth occupancy should also be evaluated. Theselection of a tidal level above low tide for the basis of the channel depth should be jointly developed with a nautical specialistand based on a comprehensive risk assessment. For example, the risk assessment should evaluate provisions (channeldepth, anchorage area, tug assistance, etc.) necessary to keep the vessel afloat through the full tidal cycle should failure of themain engine occur during the port passage.

LOCATION AND ORIENTATION OF FIXED BERTH(S)

Where possible, berths should not be located along bends of an existing navigational channel. Berths situated off the outsidelimit of a channel bend are subjected to increased risks of collision from passing ships experiencing engine or steering gearfailure. Berths situated off the inside limit may experience higher siltation rates and higher costs of maintenance dredging.

ENVIRONMENTAL CONDITIONS

In general, conventional piers and sea islands should be aligned parallel to the direction of the predominant environment inorder to minimize loads on the moored ship and reduce the probability of mooring incidents. Where there is no predominantenvironment, the pier should be oriented to minimize initial construction costs and any periodic maintenance dredging costs.The location and orientation of the berth should consider the following:

Conventional piers and sea islands should normally be sited with sufficient sheltering such that significant wave heights areless than 1.2 meters more than 90% of the time. Somewhat higher waves (up to 1.5-2 meters) may be accommodated ifthe wave sector is well defined and narrow, and the vessel aligned such than waves strike the bow. More restrictiveconditions should be considered for piers and Sea Islands handling vessels less than 5 KDWT.

Piers and Sea Islands, where wave heights do not exceed 1.2 meters, should be aligned parallel with the direction of thestrongest current, if the velocity exceeds 1 knot.

Piers and Sea Islands with mild wave and current conditions (i.e. below the above limits) but subject to strong prevailingwinds should be oriented such that wind forces tend to push the vessel onto the berth fenders.

The above factors are critical to determining whether a marginal or finger pier type of conventional pier is appropriate.

SPACING GUIDELINES

For marginal type piers, there should be a spacing of at least 125 + B (meters) between the limit / edge of the navigationalchannel and the berth fender line, where B equals the beam of the largest moored vessel.

Minimum spacing guidelines covering vessel to grounding contour (or wall or other fixed obstruction) and vessel to vesselspacing (for marginal berths) are stated in Section XXXI-I. Figure 10 illustrates the required spacing between finger piers(from Reference 6).





LOCATION AND ORIENTATION OF FIXED BERTH(S) (Cont)

FIGURE 10FINGER PIER SPACING

MULTIPLE BERTH PIERS

C PierL C PierL

7 x Ship

Beam

DP31Cf10SINGLE BERTH PIERS

6 x Ship

Beam

L LC PierC Pier

SPECIAL CONSIDERATIONS FOR LNG BERTHS

Per Reference 2, the following items should be also be considered for LNG jetties:

Jetty location should be remote from populated area and should also be well removed from other marine traffic and anyport activity that may cause a hazard.

The maximum credible spill and its estimated gas cloud range should be carefully established.

River bends and narrow channels should not be considered as appropriate for LNG jetties.






LAYOUT OF BREASTING AND MOORING DOLPHINS

The layout of breasting and mooring dolphins at conventional piers and Sea Islands should meet the requirements as stated inSection XXXI-I and Section XXXI-M and those stated herein:

Breasting dolphins / fenders should be spaced (centerline to centerline) at a distance greater than 0.25 LOA of the largestvessel and less than 0.5 LOA of the smallest vessel calling at the berth. If these limits can not be fully satisfied by twobreasting dolphins, intermediate dolphins / fenders should be provided as required to satisfy these limits. Breastingdolphins should be located as symmetrically as possible about the centerline of the hose connection manifold or loadingarm group.

For berths handling barges, a continuous independent fender system or breasting beam supported from the breastingdolphins should be provided in front of the loading platform to protect it against accidental contact.

For berths handling barge tows, sufficient breasting points should be provided along the fender line to ensure that eachindividual barge in the tow is supported by at least two breasting points.

All fenders should lie on the same breasting line.

Spacing of outer mooring points should be slightly greater than the LOA of the largest vessel.

For providing effective breast, head and stern line leads, there should a sufficient number and positioning of mooring pointssuch that the orientation of mooring lines relative to the vessel longitudinal axis is between 60-120 degrees (+/- 30 degreesfrom perpendicular).

The setback of the mooring points from the breasting line should be sufficient to limit the vertical inclination of mooringlines to 30 degrees or less for tankers and 45 degrees or less for barges for their expected range of freeboard and tideconditions. The setback of the mooring points from the fender line should normally not exceed a distance equal to thebeam of the largest tanker. For barge berths, the setback should be limited to the beam of the largest single barge.

Mooring points should be arranged such that lines from adjacent vessels do not cross.

The total number of mooring bollards and hooks should exceed the maximum number of mooring lines stated in Reference7 for the maximum size vessel. Additional bollards and hooks typically will be required to accommodate different sizevessels and to provide allowance to run extra lines during inclement weather.

Dolphins should be interconnected by walkways for access by line handling crews and terminal personnel and foremergency egress from the loading platform. At least one dolphin should be designated as the primary evacuation pointfor Sea Islands and as a secondary evacuation point for conventional piers with a main access trestle. Evacuation pointsshould be located at least 60 meters from the fire risk area on the loading platform. For conventional marginal piers, awalkway from the evacuation point back to shore should be considered. Additional emergency evacuation, egress, andsafe haven considerations will be provided in a future Section XXXI-L.

LOADING PLATFORMS

All equipment and systems provided on the loading platform should be located considering the proximity and orientation relativeto the vessel, and must be able to function while not interfering with the operation of other systems that either may operatesimultaneously or may be at rest. Each system also requires sufficient spacing from other equipment for access by operatingand maintenance personnel. The equipment spacing requirements and loading platform dimensions are covered herein.

Elevation

The deck elevation of the loading platform should be sufficiently high so it is not submerged during high waters or is overtoppedby waves. The minimum deck elevation should be calculated as follows:

ELDECK = ELDATUM + HHHWL + HMSS + H60MW

where: ELDECK = Deck elevationELDATUM = Chart datumHHHWL = Height of maximum tide above datumHMSS = Height of maximum storm surgeH60MW = 60% of the height of the maximum wave





LAYOUT OF BREASTING AND MOORING DOLPHINS (Cont)

Other factors affecting the deck elevation include:

Elevation range of the vessel deck and the impact on mooring line vertical angles,

Elevations of adjacent existing berth structures and shoreline and the impact on the slope of the access road / trestleslope,

Depth allowance for the platform deck and support beams so they are positioned above waves in order to eliminatesplashing and wave loading.

Alignment & Setback

The centerline of the loading platform should normally coincide with the centerline of the cargo transfer system as shown inFigure 11. This is desirable so that the vessel manifold can be aligned with both the cargo transfer system as well as thecenter of the platform and berth.

The offshore face of the loading platform should be set at least 1.8 m (6 ft) to the shore side of the breasting line (Reference 9)as shown in Figure 11.

FIGURE 11LOADING PLATFORM ALIGNMENT & SETBACK

Loading Platform andCargo Transfer System

Mooring Dolphin(typ.)

20m to 26m(min.)

LC

LCShip's Manifold

1.8m (typ.)

DP31Cf11

13m

to 1

8m

(min

.)

Dimensions

Loading platform dimensions are directly related to the type of facility and the total area required to accommodate the varioussystems and equipment. Finger piers, whether wharf or breasting platform type, usually serve two vessels and have largerdeck areas than a dolphin type marginal pier serving only one similar size vessel. Finger pier sizes may be controlled primarilyby structural / mooring / berthing considerations, whereas the loading platform size in a dolphin type marginal pier is usuallycontrolled by the facilities it carries. Each systems space requirement is separately discussed in the following paragraphs.The length may be affected by the positioning of mooring hooks for spring lines and the width by hooks for the breast lines(keeping vertical angle of lines below 30 degrees).

Typical width of loading platforms is in the range of 13 18 m (40 60 ft). Typical minimum width of a two-sided two-berth pieris 15 m (50 ft), due primarily to fire fighting and safety considerations. Typical length is in the range of 20 30 meters (65 100 ft).







The loading platforms overall dimensions, layout and space allocation is determined considering the following systems,structures, and operations:

Cargo transfer systems (loading arms, hoses, etc.)

Material handling systems (cranes, winches, etc.)

Cargo dock piping (manifolds, stripping, sampling, blending, metering, and pigging)

Cargo drainage, sumps, and oily water containment facilities

Vessel access systems (or space for the vessels gangway landing)

Fire fighting systems (foam / water, hydrants / monitors, etc.)

Utility service connections and utility dock piping (potable water, storm drainage, compressed air, steam, nitrogen, etc.)

Mooring equipment

Dock operator shelter

Vehicular access and maneuvering

O&M personnel access

EQUIPMENT SPACING

Loading Arms

Deck space allocation for all-metal loading arms depend on factors such as:

Operating envelopes to be accommodated

Size (pipe diameter, riser / inboard / outboard arms lengths)

Type and manufacturer

Optional equipment (piggy-back vapor lines, ERS and quick-connect couplings, etc.)

Manifold location, spacing and number of lines in / out

Simultaneous service requirements

Fender system geometry

Maintenance requirements (of the arms)Typical positioning and deck space allocation for loading arms on a loading platform is illustrated on Figure 12 and coveredherein. Spacing of loading arms should normally equal or exceed the spacing between the lines on the vessel manifold andshould be sufficient to avoid clashing. For planning purposes, the spacing (distance between adjacent loading arm centerlines)guidelines in Table 2 may be used.

TABLE 2LOADING ARM SPACING GUIDELINES

ARM SIZE DIAMETER (in.) ARM CENTERLINE SPACING (m)

6 - 8 2.0 - 2.5

10 - 12 2.5 - 3.0

16 3.0 - 3.5

> 16 3.5 - 4.0

If a bank of loading arms includes arms of different sizes, uniform arm spacing based on the largest arm, should be used.






For planning purposes, the setback (distance between adjacent loading arm centerlines) guidelines in Table 3 may be usedwith the following considerations:

Positioned sufficiently away from the edge of the platform to enable personnel access along the face of the berth for armmaintenance, and to prevent any contact between a berthing vessel and the stored arms.

Positioned at a close proximity to the front of the platform / fender line in order to minimize the reach and thereby reducethe arm size (length).

Positioned such that the outboard end flange of the loading arm in the stored position is situated at least 0.3 0.6 m (1 2ft) inboard of the inside face of the containment curb.

If a bank of loading arms includes arms of different sizes, the setback of largest arm governs.

TABLE 3LOADING ARM SETBACK GUIDELINES

ARM SIZE DIAMETER (in.) ARM RISER CENTERLINE SETBACKFROM PLATFORM FACE (m)

6 - 8 2.0 - 2.5

10 - 12 2.5 - 3.0

16 3.0 - 3.5

> 16 3.5 - 4.0

Access must be provided in the design of loading arms for periodic and other maintenance of moving parts. Typically, thisspace includes:

Sufficient area in front of the arm so that the triple joint can be placed on the pier deck.

Room for access ladders and work platforms, whether part of the arm or not, to maintain the trunnion and the apex swiveljoints.

Sufficient deck area behind the arms to permit the arm to be placed in a laid-back maintenance position (sometimesnecessary for maintenance on apex swivels for manual arms).







FIGURE 12LOADING ARM LAYOUT AND SPACING

Operator'sShelter

Rest Po

sition

Access Trestle

Cargo Transfer/Loading PlatformLCLC

Piping CrossoverManifold

Area

Outboard Faceof Triple-SwivelFlange in StoredPosition

Column Gangwaywith Foam Monitor

2.0 to 4.0m (typ.)

Foam Monitor(typ.)

IsolationValve (typ.)

Loading arm(typ.)

Cabinet1.5 x 2.4m (typ.)

1.8 to 2.4mDiameter Footprint(typ.)

Fire Hydrant(typ.)

H

Stripping/SlopTank(UnderDeck)

4.0m

H

Metering &Proving Skid

Oily WaterSump forCurbed Area(Under Deck)

Curb 20cmHigh (min.) Pier

Monitor(typ.)

MooringBollard(typ.)

(typ.)

Fire Equipment

0.3

to

0.6

m\P

(min

.)

30 to 35m (min.)

2m

(typ

.)

2m(typ.)

5.5

m

5m

3m

DP31Cf12

2.0 TO

4m

Hose / Hose Tower

Hose based cargo transfer systems may vary in complexity from a single hose string handled and maneuvered by the vesselsderrick to a multi-hose string system, handled and maneuvered by an elaborate hose tower equipped with hoists, yokes,cradles and a crane.

Deck space allocation for hoses and hose towers (where needed) depend on factors such as:

Location

Operating envelopes to be accommodated

Manifold location, spacing and number of lines in / out

Number of hose strings in a bank

Hose size variations (diameter and length)

Types of hose handling equipment (winches, terminal crane or vessel crane)

Auxiliary equipment (saddle, swivels, stripping spool piece and valve, etc.)

Simultaneous service requirements

Fender system geometry

Maintenance requirements (of the hoses and auxiliary equipment)






Single hose or sometimes two simultaneously operated hose strings are widely used for small barge loading / unloading. Inthis arrangement the hose, which is not permanently installed, is directly connected to the piping manifold closely located to theface of the pier. In this arrangement, however, the hose is not suspended / supported. Therefore, this type of system requiresa lot of manual handling of the hose/s before and after each transfer and it also requires deck space for hose/s storage. Deckspace requirements for such a system also includes the piping manifold, associated valves, and spill containment pans. For athree-line manifold this typically amounts to a 2.4-m x 1.8-m (8-ft x 6-ft) rectangular area stretching along the face of the pier.

Hose towers serving a wide range of vessels with multi-hose strings and multi-product handling capabilities are fed from apipeline manifold (product crossover) located behind the hose tower through pipes entering the hose tower. Each entering pipeends with a valve and a flange. The hoses are connected to these flanges and run toward the front of the tower, supportedeither by a structural member or by a saddle and with its outboard end either loose facing the deck or hung and facing up.

A typical 10-hose-string tower with hoses in the size range of 6 10 in. and hose length of 14 m (46 ft), requires a footprint of8.5 m x 4.8 m (28-ft x 16-ft) rectangular area. A typical 10-hose-string tower with hoses in the size range of 8 12 in. and hoselength of 17 m (56 ft), requires a footprint of 11 m x 4.8 m (35-ft x 16-ft) rectangular area. In both cases the longer dimension isalong the face of the pier, the front row of the tower columns is setback approximately 2.4 3 m (8 10 ft) from the face of thepier, and the area includes space for stairways.

Typical hose / hose tower arrangement and deck space allocation on a typical loading platform is shown in Figure 13.

FIGURE 13SPACE ALLOCATION FOR HOSE TOWERS

Operator'sShelter

Curb 20cm

LC

PipingCrossoverManifold

Area

Hose Towerwith Crane

ConventationalGangway

2.4 to 3m

Access Trestle

High (min.)

Cargo Transfer/Loading Platform

Foam Monitor(typ.)

12 to 1

8m

(m

in.)

4.8

m

0.65m to 1.0m(typ.)

8.5 to 11m

1.2m

15m

20 to 26m (min.)

DP31Cf13






LAYOUT OF BREASTING AND MOORING DOLPHINS (CONT)

BUNKERING

Vessel bunkering may be carried out using a dedicated loading arm or a hose. Bunkering loading arms are added to the bankof cargo loading arms, maintaining the appropriate spacing and setback as previously discussed for loading arms. The locationof a bunkering arm is determined by operational considerations, usually at one end of the loading arm bank. When a hose isused for bunkering, a bunkering manifold is provided on deck of the loading platform. Typical footprint of such a manifold is 1m x 1 m (3-ft x 3-ft) square.

GANGWAYS (POWERED / MANUAL)

Personnel access must be provided to a vessel at berth at all times. Shore-based gangway systems range in sophisticationfrom a conventional gangway (simple ramp equipped with rollers at the pier end and gunwale clips or rollers at the vessel end)to a fully powered, self-leveling, telescoping and free wheeling column or tower gangway. The complexity of a gangwaysystem depends primarily on the operating envelope the gangway has to cover. The following factors may affect the deckspace requirements for a gangway:

The inclination angle of a gangway walkway should not exceed 45 degrees (above or below the horizon).

A gangway walkway should have a minimum clear width of 1-m (3 ft)Conventional gangways are widely used for barges and light vessels when the elevation difference between the vessel deckand the loading platform is up to about 10 m (30 ft). Typical conventional gangways long enough to accommodate theindicated elevation differences and still within the 45 degrees inclination limit, are up to 15 m (50 ft) long. The deck spacerequirement for this ramp will be a 15-m x 1.2-m (50-ft x 4-ft) rectangular area as shown on Figure 13. Also, the area will haveto be within the reach of a crane capable of deploying the ramp.

A column gangway consists of a column-mounted elevated platform (gangway control and landing), turntable (walkway slewingmotion) and attached telescopic walkway. The column base plate is bolted to the pier platform. An integrated stairway runsfrom the pier platform to the elevated platform. Typical projection of the gangway system on the pier platform is a 3.6-m x 3.6-m (12-ft x 12-ft) square as shown on Figure 12. The integrated stairway projection extends this square by 1.2 m (4-ft) wide anda varying length rectangular extension, which depends on the column height. If the telescopic walkway rests on the pierplatform when not in use, then an additional deck area is required for the gangway system.

A tower gangway consists of a tower-mounted carriage system, running vertically on tracks installed on the face of the tower.The moving carriage carries the turntable (walkway slewing motion) and attached telescopic walkway. The tower is bolted tothe pier platform. An integrated stairway runs inside the tower frame from the pier platform to the top of the tower. Typicalprojection of the gangway system on the pier platform is a 6.7-m x 4.8-m (22-ft x 16-ft) rectangle as shown on Figure 14. If thetelescopic walkway rests on the pier platform when not in use, then an additional deck area is required for the gangway system.






FIGURE 14SPACE ALLOCATION FOR TOWER GANGWAY

Operator'sShelter

Curb 20cm

Cargo Transfer/Loading PlatformLCLC

Metering &Proving Skid

PipingCrossoverManifold

Area

GangwayTower withCrane

Ship's ManifoldFoam Monitor(typ.)

Access Trestle

Rest Position

High (min.)

40 to 50m (min.)

4.8

m

6.7m

20 to 3

0m

(m

in.)

DP31Cf14

PIPELINE MANIFOLDS

Pipeline manifolds are usually provided in a marine terminal to enable flexibility in cargo product line crossovers. The manifoldis characterized by the number of cargo pipelines running from the tank farm to the manifold and by the number of lines runningfrom the manifold to the cargo transfer system. In terminals handling both light and dark products the manifolds are usuallyseparated.

Depending on the number of loading arms / hose strings being served, a typical manifold consists of one or more headersfeeding the cargo transfer system. Each header is dedicated to one loading arm / hose string. The pipelines from the tankfarm are branched into each such header (i.e., loading arm / hose) intended to serve that particular product. The connectionbetween the cargo pipeline and the header is through a vertical riser, which includes a double block and bleed segregationvalve. Each header runs at the top of all the risers feeding it. The headers and the respective risers are arranged in a parallelconfiguration so that all segregation valve stems are oriented between two adjacent rows of risers. Sufficient room is providedbetween these rows of risers to accommodate the valve stems, valve actuators (if applicable), valve hand wheels and O&Mpersonnel movement.







Typically, the cargo pipelines running from the tank farm to the manifold, when entering the manifold area, are spaced at 0.6 m(2 ft) on centers or 8 10 in. clearance between adjacent pipes, whichever provides larger spacing. Header / riser row spacingwith valve stem and O&M allowance is 2.4 3 m (8 10 ft) on centers. Figures 15-16 illustrate a single corridor and a doublecorridor layout arrangement for pipeline cross-over manifolds. Either configuration may be used with consideration given to thefollowing:

The number of pipelines and product types from the tank farm to the cross-over manifold and the number of lines from themanifold to the cargo transfer system.

The range of pipe sizes entering the manifold. The double corridor layout is more advantageous for a broader range ofpipe sizes.

The available space on the platform (size and shape). Given the same number, sizes, and types of pipelines, the doublecorridor layout is more compact than the single corridor layout.

FIGURE 15PIPELINE MANIFOLD LAYOUT -- SINGLE CORRIDOR ARRANGEMENT

0.5m(min.)(typ.)

2.4

to 3

m(m

in.)

ValveHandWheel(typ.)

0.5

m(m

in.)

(typ

.)

PlatformCurb 20cm

Cargo Piping from Shore/Trestleto Product Line Crossover Manifold

Cargo Piping from Headersto Loading Arms/Hose Tower

High (min.)

4.0

m (

min

.)

8.0m (min.)

DP31Cf15






FIGURE 16PIPELINE MANIFOLD LAYOUT -- DUAL CORRIDOR ARRANGEMENT

2.4

to

3m

(min

.)

0.5

m(m

in.)

(typ

.)

Platform

Cargo Piping from Shore/Trestle to Product LineCrossover Manifold

Curb 20cm

Cargo Piping from Headersto Loading Arms/Hose Tower

0.5m(min.)(typ.)

ValveHandWheel(typ.)

1 t

o 1

.5m

(min

.)2

.4 t

o 3

m(m

in.)

High (min.)

0.65 to 1.0m (typ.)

5.25m (min.)

7.2

5m

min

.)

DP31Cf16







METER RUNS / PROVERS

Metering and proving systems are installed on loading platform based on custody transfer requirements and in accordance withAPI Manual of Petroleum Measurement Standards (Reference 9). Typical meter run arrangement is shown on Figure 17.Typical meter run footprint areas are shown in Table 4 for three different meter sizes.

TABLE 4SPACE GUIDELINES FOR METER RUNS

METER SIZE(in.)

NUMBER OF PARALLELMETER RUNS

TYPICAL METER RUNLENGTH [m] (ft)

TYPICAL WIDTH OFPROJECTED AREA [m] (ft)

4 2 11.6 (38) 1.8 (6)

8 2 12.8 (42) 3 (10)

12 3 14 (46) 5.4 (18)

A typical conventional, bi-directional, prover assembly / arrangement is shown on Figure 18. Footprint areas are provided inTable 5.

TABLE 5SPACE GUIDELINES FOR METER PROVERS

PROVERDIAMETER (in.)

MINIMUM LENGTHBETWEEN DETECTORS [m]

(ft)

TYPICAL PROVERASSEMBLY LENGTH [m] (ft)


6 15 (50) 12.8 (42) 1.8 (6)

20 18 (60) 18 (60) 4.6 (15)

OPERATORS SHELTER

A small shelter is usually provided on the loading platform for the dock operator. This shelter serves the dock operators as anoffice; protected location for centralized operating controls and provides limited storage. Shelters may also include a washroomand toilet. The design footprint of a typical operators shelter, for 1 operator is 3 m x 4 m (10 ft x 13 ft). The shelter should beinstalled at a safe area of the loading platform adjacent to an emergency evacuation route to shore.

FIGURE 17METER RUN TYPICAL ARRANGEMENT

DPIPI

TI

DiametersDiameters

StrainerMeterFilter

Block Valve(typ.)

TemperatureIndicator

PressureIndicator

CheckValve

ControlValve

Connectionto Prover

See Table 4

Meter Run

10 5

Se

e T

ab

le 4

DP31Cf17






FIGURE 18METER PROVER -- TYPICAL ARRANGEMENT

TYPICAL U-TYPE PROVER

Sphere Inlet/Outlet

Connectionto Meter Run

Flow reversingValve

See Table 5

Se

e T

ab

le 5

DP31Cf18

CRANES (HOSE / GANGWAY HANDLING OR MAINTENANCE)

Marine cranes, either mobile or permanently fixed to the loading platform, are used for cargo hose handling, gangwaydeployment and maintenance removal and installation of dock equipment. These cranes, whether hydraulic or electric driven,are sized to safely maneuver the maximum anticipated load within the crane design envelope. The cranes may be equippedwith straight or extendible booms (fixed length or telescopic). Cranes may be mounted on columns, dedicated elevated towers,gangway tower / column, or on top of a hose tower.

Typical footprint of a crane pedestal on the loading platform deck is a circular area with a diameter in the range 1.2 3 m (4 10 ft). The crane needs to be also positioned so as to avoid clashing (considering the range / elevation of the boom) with othertall equipment e.g. loading arms, light poles, etc

CONTAINMENT AREA

Loading platform design must provide means to contain cargo product releases due to stripping, draining or purging of loadingsystems and piping. It also should provide containment for all hydrocarbon releases mixed with rainwater. Spill containment isused to prevent any of the released cargo from flowing into the water. The following considerations should be applied for thedesign and sizing of spill containment:

The primary potential spill areas include the footprint and on-deck projection of the cargo transfer systems and the cargoproduct manifolds (including all piping, fittings and valves).

Sources of spills and leaks include cargo piping flanged joints, valves and other components with non-welded joints, etc.

All potential spill sources should be curbed with a 20-cm (8-in.) high / thick curb surrounding the area. A commoncontainment curb may be used for adjacent primary spill areas. The outside surface of any cargo liquid conveyingcomponent in these systems should be, as a minimum, 0.5 m (18 in.) inboard from the inside face of the curb.

All the liquid collected by the curbed area should be drained to oily water collection sumps for discharge to shore treatmentfacilities.

Also, a curb around the perimeter of the loading platform should be provided to contain infrequent accidental productreleases

The containment area shall be provided with an impervious concrete deck.







Figures 12-13 and 15-16 show typical layouts and dimensions of the containment system.

Hydrocarbon sump tanks may be in the range of 250 gal. for 8-hose string tower, 8 in. each hose, to 3,200 gal. for a two sidedtwo berth terminal equipped with 10 loading arms (4-16, 4-10, 2-8). The footprint associated with the 250 gal. sump is 0.6 mx 6 m (2 ft x 20 ft). The footprint associated with the 3,200 gal. hydrocarbon sump is 1.5 m x 7.3 m (5 ft x 24 ft).

The oily water sump capacity is a function of the total curbed area and the rate of rainfall. For a berth with a total curbed areais 1300 sq.-m. and the oily water sump is a 5,800 gal. The footprint associated with a 5,800 gal. oily water sump is 1.8 m x 6.7m (6 ft x 22 ft).

A typical sampling station may occupy a footprint of 1 m x 1.5 m (3.2 ft x 5 ft).

FIRE FIGHTING (PUMPS, DRUM, MONITORS, ETC.)

Fire fighting means on a loading platform may consist of a combination of water, foam, fire hydrants and fire monitors as shownin Figure 12.

Fire Pumps

Fire pumps may be either diesel driven or electric motor driven vertical turbine pump submerged in the water through a deckopening. The pump capacity depends on the size of the facility, the cargo type and other pertinent factors. As a minimum, twopumps should be provided where each is capable of delivering the full-required capacity. For redundancy, one pump should bediesel driven and the other should be electric motor driven.

Typical footprint of a diesel driven 275 300 bhp, 14 in. discharge line pump, including all accessories up to a common header,is 8 m x 1.5 m (26 ft x 5 ft). Typical footprint of an electric motor driven 275 300 bhp, 14 in. discharge line pump, including allaccessories up to a common header, is 4.8 m x 1.5 m (16 ft x 5 ft). Figure 19 shows a typical piping layout of a fire waterpump station.

FIGURE 19TYPICAL LAYOUT FOR FIREWATER PUMP STATION

ReliefValve(typ.)

CheckValve(typ.)

GateValve(typ.)

ElectricMotorDrive

Pumps

Suction PipeThrough DeckOpening intoWater (typ.)

DieselDrives

LC

FIRE WATER PUMP STATION

4.5m (typ.)

1.8m (typ.) 1.8m (typ.)8m

(ty

p.)

DP31Cf19






Foam Tanks

Foam requirements are addressed in Section XXXI-I. Typical foam tank sizes may run in the range between 1,500 and 5,000gallon depending on the size of vessels and the concentration of foam (depends on type of foam selected). Typical footprint ofa 5,000-gallon foam tank is 9 m x 6 m (30 ft x 20 ft), whereas a 500 gallon foam tank takes 2.4 m x 1.8 m (8 ft x 6 ft) of deckspace.

Water / Foam Monitors

Water / foam monitors for loading arm / hose, berth manifold, and vessel manifold coverage are usually mounted on anelevated mast, are remotely operated, and are installed along the berthing face on the two opposite corners of the loadingplatform. Additional pedestal-mounted, manually operated monitors may be installed in the rear of the loading platform. Atypical fire monitor mast occupies a 1.8-m (6-ft) diameter circular deck area. A pedestal mounted manual monitor may occupya 2.4-m (8-ft) diameter circular deck area.

Fire Hydrants / Hose Reels

As many fire hydrants as required to supply the firewater (not less than two) should be placed on the loading platform within 75-m (250-ft) from objects requiring firewater. Fire hydrants and fire hose reels also should be located at 90 m (300 ft) spacingalong the access trestle. A 1.8-m (6-ft) diameter circular area, where the hydrant is located in the center, should be allocatedfor each hydrant or hose reel station.

Fire Equipment Cabinet

Fire equipment cabinet contains fire hoses, nozzle fittings, couplings, wrenches, and other accessories. The cabinet is kept onthe loading platform in a visible and accessible area. Typical cabinet would occupy a deck area of 1.5 m x 2.4 m (5 ft x 8 ft).

EMERGENCY ISOLATION EQUIPMENT

Isolation valves are installed in each product line to facilitate an emergency shutdown of the cargo pipeline. An isolation valvemay be installed either vertically in the line (for sizes up to 10 in.), or horizontally over a concrete pad (for sizes over 10 in.).The footprint of an isolation valve when installed vertically amounts to the valve flange projection extended by the valve stemand actuator projections, as shown in Figure 20. The footprint when the valve is installed horizontally, amounts to the valveprojection extended by piping, as shown in Figure 21. Table 6 presents some typical projected dimensions for commonly usedvalve sizes.

TABLE 6SPACE GUIDELINES FOR ISOLATION VALVES

ISOLATIONVALVE SIZE (in.)

ORIENTATION(V = VERTICAL,

H = HORIZONTAL)

TYPICAL LENGTH OFPROJECTED AREA [m] (ft)


6 V 1 (3.3) 0.4 (1-4)

8 V 1.2 (4) 0.5 (1-8)

8 H 1.4 (4.6) 0.5 (1-8)

10 V 1.4 (4.6) 0.6 (2)

10 H 1.4 (4.6) 0.6 (2)

12 H 1.5 (5) 0.6 (2)

16 H 1.5 (5) 0.7 (2-4)

24 H 2.4 (8) 1.1 (3-8)







FIGURE 20ISOLATION VALVE VERTICAL INSTALLATION

CargoTransferSystem

See Table 6

See T

able

6

DP31Cf20

FIGURE 21ISOLATION VALVE HORIZONTAL INSTALLATION

1 to1.5m(typ.)

CargoTransferSystem

DripPan

ConcretePad

Manual/Remote OperatedShore Isolation Valve (typ.)

Se

e T

ab

le 6

Se

e T

ab

le 6

DP31Cf21

UTILITY RACKS, BACKFLOW PREVENTER & METER

The utilities usually provided in a marine terminal include potable water, firewater and compressed air. Other potential utilitiesmay include:

Sanitary sewer, if a bathroom is built on the loading platform

Steam, if any handled product requires steam tracing

Nitrogen, if purging is provided.






Potable water, if used for water bunkering, will include a meter and a backflow preventer. Since the potable water line may bein the range of 2 4 in., the footprint of a corresponding meter and backflow preventer is 0.6 m x 1.2 m (2 ft x 4 ft) and 0.6 m x1.8 m (2 ft x 6 ft), respectively. Firewater was addressed separately.

Other utilities are routed with the cargo piping over the piping racks into the marine terminal. These utilities may be clusteredand installed at several locations (at least two) on the platform. A typical size of a utility cluster is 0.6 m x 1.2 m (2 ft x 4 ft).

ELECTRICAL PANELS / JUNCTION BOXES

Electrical panels and junction boxes are provided consistent with the functionality of the terminal, and the overall layout of theloading platform and the trestle. The complexity of the terminal layout may dictate the spread of various parts of the electricalgear. Space requirements for Transformer, Switchboard, and Motor Control Center (MCC) may vary as follows:

Typical Complex Terminal Two sided, two berth terminal, 10-loading arms, multi valve manifolds, trestle fire pumpstation, and on-shore electrical service point.

Loading Platform - Includes Operations Building, Control Center and Switchboards / MCCs, with the building size of 7.6 mx 12.2 m (25 ft x 40 ft). Two Switchboards / MCCs sizes 0.6 m x 9 m (2 ft x 30 ft) and 0.6 m x 2.4 m (2 ft x 8 ft).

Service Platform - Includes Transformer, Switchboard and MCC. Two Switchboards / MCCs sizes 0.6 m x 2.7 m (2 ft x 9ft) and 0.6 m x 1.8 m (2 ft x 6 ft). Transformer with HV and LV Switchgear sized 1.8 m x 6.4 m (6 ft x 21 ft).

Electrical Service Point - Includes Transformer, Switchboard and MCC. One Switchboard / MCC sized 0.6 m x 1.5 m (2 ftx 5 ft). Transformer with HV and LC Switchgear sized 1.8 m x 5.5 m (6 ft x 18 ft).

Typical Hose Tower Terminal A single berth, 8-8 hoses with simple manifold.Loading Platform - Includes Control Shed and Switchboard. A single control shed sized 1.8 m x 2.4 m (6 ft x 8 ft).Switchboard Outdoor sized 0.6 m x 3.6 m (2 ft x 12 ft).

On-Shore - Includes Transformer and Switchboard. One switchboard sized 0.6 m x 2.4 m (2 ft x 8 ft). One transformersized 1.8 m x 2.4 m (6 ft x 8 ft).

Typical Small Hose Terminal A single berth, 4-deck mounted hoses, simple Manifold.Loading Platform - Includes a single main distribution panel sized 0.6 m x 0.45 m (2 ft x 1-6).

OIL SPILL RESPONSE EQUIPMENT

Oil spill response equipment that is kept on the loading platform, usually is stored in the vicinity of the operators shelter.Typical footprint of the spill response equipment cabinet is 1 m x 2 m (3.2 ft x 6.4 ft) for a single berth facility with a hose tower.

MVR VAPOR HEADER & ARRESTORS

MVR vapor header is used to return the vapors emitted during vessel loading of volatile products to a shore recovery system.The footprint of a MVR skid handling a 12 vapor line is 10 m x 4.4 m (33 ft x 14 ft).

WALKWAY / OPEN AREAS

Open areas (2 meter clear width) should be provided to allow personnel access around major systems and equipment:

Loading arms

Hose tower

Crossover manifold

Meter / Prover

Gangway

SMALL CRAFT / LAUNCH ACCESS

Small craft access is usually provided alongside the trestle to the loading platform and it accommodates the small boats used towork around the terminal and sometimes the tugboat. This access usually includes a platform extension at the trestle / loadingplatform level with stairways leading down to one or more landings at lower deck elevations. Typical sizes of the small craft /launch access are 1 m x 2 m through 2 m x 4 m.






ACCESS TRESTLE

The access trestle in a marine terminal provides vehicular and personnel access from shore to the loading platform.Cantilevered or pile-supported beams / racks along the trestle serve as the structural supports for the cargo piping and utilitiesbetween the shore and the loading platform. Fire hydrants are placed at equal spacing along the trestle. In many installations,the trestle is widened to include vehicular parking spaces and to include the fire water pump station, foam tank, and the firefighting control station. Figures 22a/b and 23a/b show an access trestle, various functions it serves and typical space requiredfor each function.

If vehicular access to the loading platform is not required, the access trestle may consist of a personnel walkway. A typicalpersonnel walkway is 1 m (3 ft) wide. A typical single-lane roadway includes both a personnel walkway and a traffic lane and is4.5 m (13 ft) wide.

Vehicle parking and turning spaces may be provided along long trestles. Usually, parking and turning areas are on the sameside of the trestle as the firewater pumping station and opposite to the pipelines racks. Where the loading platform providessufficient space, turning area along the trestle is not required. Typical parking space for 1 vehicle is a 6.4 m x 3 m (21 ft x 10 ft)rectangular footprint.

FIGURE 22AACCESS TRESTLE ARRANGEMENT #1

C= 10 ft (min.) for Single Lane Roadway Plus a 3 ft Wide (min.) Pedestrian Walkway

C= 24 ft (min.) for a Double Lane Roadway, Includes Pedestrian Walkway

Typical TwoTier Pipe Rack

AccessRoadway

Piles(typ.)

Parking/VehicleTurn-Around

TRESTLE CROSS-SECTION VIEW

C

DP31Cf22A





ACCESS TRESTLE (Cont)

FIGURE 22BACCESS TRESTLE ARRANGEMENT #1

PLAN VIEW

AccessRoadway

Parking/VehicleTurn-Around

Varies(Dependenton numberof parkingspaces)

H

H

90m(typ.)

Fire Hydrant(typ.)

ExpansionLoop

6.5m(min.)

DP31Cf22B

FIGURE 23AACCESS TRESTLE ARRANGEMENT #2

TRESTLE CROSS-SECTION VIEW

AccessRoadway

Piles(typ.)

Typical SingleTier Pipe Rack

Fire Pump Houseand Pump Platform8 -10cm Gap (min.) typ.

DP31Cf23A






ACCESS TRESTLE (Cont)

FIGURE 23BACCESS TRESTLE ARRANGEMENT #2

PLAN VIEW

AccessRoadway

Fire Pump PlatformIncluding: Foam

Tanks, Fire FightingPanel and Auxiliary

Equipment

ElectricalSubstationSwitchgear

H

H

90m

(ty

p.)

Fire Hydrant(typ.)

ExpansionLoop

B

(see

Tab

le 7

)

(SeeTable 7)

A

6.5m (min.)

DP31Cf23B

The trestle serves as the structural support for the cargo piping and utilities between the shore and the loading platform. Pipingmay be routed on either side or on both sides of the trestle. Often, hydrocarbon lines are routed on one side of the trestlewhereas utilities run on the other side. The determination of how to route the piping primarily depends on the number and sizesof pipelines, and the economics associated with each potential scheme.

A one-sided single-tier of racks may suffice for a small number of pipelines as shown in Figure 23. For a larger number / largersize pipelines, a trade-off analysis among two-sided single-tier, one-sided two-tier, and any other combination of pipe rackarrangements has to be conducted. Figure 22 shows a typical one-sided two-tier pipe rack. The pipe racks are usually eithercantilevered (short racks) or pile-supported beams (long racks) along the trestle. Where expansion loops are needed toaccommodate pipeline thermal expansion, the same racks are extended horizontally to support horizontal expansion loops.

Where the pipelines from shore to the loading platform are supported by overhead pipe racks (one or more tiers), there is noneed for pipe racks on either side of the trestle. In this case expansion loops are accommodated either horizontally orvertically. Table 7 presents some typical loop dimensions for commonly used pipe sizes.





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DP31C

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