New Berths-Basis of Design

BASIS OF DESIGN

LAKE CHARLES HARBOR & TERMINAL DISTRICT

PORT OF LAKE CHARLES NEW LIQUID AND DRY DOCK

LAKE CHARLES, LOUISIANA

Prepared for:

Donald Brinkman

Lake Charles Harbor and Terminal District

PO Box 3753

Lake Charles, LA 70602

Prepared by:

301 Main Street, Suite 800

Baton Rouge, LA 70808

MN File: 8008-00

February 2014


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Contents 1.0 Introduction.......................................................................................................................................................... 1

2.0 Permit Requirements ........................................................................................................................................... 2

3.0 Applicable Codes, Standards and Guidelines ..................................................................................................... 3

4.0 Units .................................................................................................................................................................... 4

5.0 Datum .................................................................................................................................................................. 5

6.0 Environmental Criteria ......................................................................................................................................... 6 6.1 Introduction ............................................................................................................................................... 6 6.2 Hydraulic Design Criteria .......................................................................................................................... 6

Design Return Periods ...............................................................................................................6 6.2.1 Operational Water Levels ...........................................................................................................6 6.2.2 Extreme Still Water Levels .........................................................................................................7 6.2.3 Sea Level Rise ...........................................................................................................................7 6.2.4

6.3 Wave Characteristics ................................................................................................................................ 7 Wind Wave Characteristics ........................................................................................................7 6.3.1

6.4 River Current Characteristics .................................................................................................................... 8 6.5 Wind ......................................................................................................................................................... 8 6.6 Environmental Remarks ........................................................................................................................... 8

Caveats ......................................................................................................................................8 6.6.1

7.0 Geotechnical ....................................................................................................................................................... 9 7.1 Geotechnical Engineering Recommendations .......................................................................................... 9

8.0 Design Criteria ................................................................................................................................................... 11 8.1 Service Life ............................................................................................................................................. 11 8.2 Design Vessels ....................................................................................................................................... 11 8.3 Geometric Criteria .................................................................................................................................. 11

Wharf Extension .......................................................................................................................12 8.3.1 Lay Berth ..................................................................................................................................13 8.3.2 Liquid/Gas Bulk Berth ...............................................................................................................13 8.3.3

8.4 Material ................................................................................................................................................... 14 Material Properties ...................................................................................................................14 8.4.1

8.5 Loading ................................................................................................................................................... 15 Dead Load (DL) ........................................................................................................................15 8.5.1 Uniform Live Load (LL) .............................................................................................................15 8.5.2 Equipment/Vehicle Loading ......................................................................................................15 8.5.3 Impact ......................................................................................................................................16 8.5.4 Berthing Loads (BE) .................................................................................................................16 8.5.5 Mooring Loads (ML) .................................................................................................................17 8.5.6 Berth Spacing ...........................................................................................................................18 8.5.7 Wind Loading On Vessels ........................................................................................................18 8.5.8 Wind Loading On Structures ....................................................................................................18 8.5.9

Temperature Load (T) ..............................................................................................................19 8.5.10 Load Combinations ..................................................................................................................19 8.5.11 Allowable Strength Design (ASD).............................................................................................19 8.5.12 Load and Resistance Factor Design (LRFD) ............................................................................19 8.5.13 Expansion Joints ......................................................................................................................19 8.5.14 Curb and Handrail ....................................................................................................................20 8.5.15 Ladders and Life Rings ............................................................................................................20 8.5.16 Utilities ......................................................................................................................................20 8.5.17


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8.6 Slope Stability ......................................................................................................................................... 20 8.7 Mechanical Design Criteria Liquid Berth .............................................................................................. 21

Relevant Codes and Standards ...............................................................................................21 8.7.1 Piping and Equipment Footprint ...............................................................................................22 8.7.2 Loading Arms, Stripping Operations, and Vapor Recovery ......................................................23 8.7.3 Piping, Pumps and Valves .......................................................................................................23 8.7.4

Dock Control and Monitoring Operations .................................................................................24 8.7.5 Berth Fire Protection System ...................................................................................................25 8.7.6 Containment Curbing and Sump System .................................................................................25 8.7.7

Instrumentation and Controls ...................................................................................................25 8.7.8 Utilities ......................................................................................................................................25 8.7.9

8.8 Mechanical Design Criteria Dry Bulk Berth .......................................................................................... 26 Desk Top Analysis ....................................................................................................................26 8.8.1 Conveying ................................................................................................................................26 8.8.2 Ship Unloading .........................................................................................................................26 8.8.3 Receiving Hopper Reclaim .......................................................................................................26 8.8.4 Weigh Scale .............................................................................................................................27 8.8.5 Metal Removal/ Metal Detection ..............................................................................................27 8.8.6 Sampling System .....................................................................................................................27 8.8.7 Dust Suppression and Fire Protection ......................................................................................27 8.8.8

Appendix A: Existing Structure Description Appendix B: Geotechnical Report Appendix C: Specifications on the Gotwald Crane Appendix D: Layout of the Bulk Terminal Appendix E: Mooring and Berthing Report Appendix F: Layout of the Liquid Dock

Figures Figure 1: Project Location ........................................................................................................................................... 1

Figure 2: PDF and CDF for NOAA Station 876791 ..................................................... Error! Bookmark not defined.

Figure 3: Mobile Harbor Crane ..................................................................................................................................... 13

Figure 4: HS-20 Truck Load ...................................................................................................................................... 15

Figure 5: Mooring Line Forces .................................................................................................................................. 17

Figure 6: Spacing of Trestle Piping ........................................................................................................................... 24


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MN DOCUMENT REVIEW

Section Author Reviewer

Coastal Data

Structural John Glass, E.I.T.

August 2013

Michael J. Bruce, P.E.

February 2014

Bulk Material

Handling Systems

Liquid Loading

Systems

Mooring/Berthing

Analysis

Andrew Stern, P.E.

February 2014

Eric Smith, P.E.

February 2014

Project Manager

Chris Williams, P.E.


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1.0 Introduction

Lake Charles Harbor & Terminal District (LCHTD) has retained Moffatt & Nichol (MN) to design and engineer three independent marine structures: a wharf extension, a liquid bulk berth, and a lay berth. These structures will be located adjacent to the existing Port of Lake Charles bulk offloading facility (see Figure 1) and will be designed to accommodate Panamax class vessels. A description of the existing structure is described in Appendix A. LCHTD plans to extend Dock BT-1 by approximately 775 feet, in a north-east direction. The berth extension is intended for import of petroleum coke (petcoke) for the proposed Lake Charles Clean Energy (LCCE) project. In conjunction with the Wharf Extension, LCHTD plans to construct a liquid/gas bulk berth to be utilized for loading/unloading sulfuric acid and methane. It will also be designed to accommodate two additional products in the future. The Lay Berth will provide interim mooring for staging of incoming vessels. Both the Liquid and Lay Berth will be located north-east of Dock BT-1 extension. A tentative bid date of these structures is planned for November 2014.

MN is responsible for design and delivery of bid documents (plans & technical specifications) pertaining to structural components of each marine facility. Contract documents will be prepared in accordance with Louisiana Capital Improvement Project Procedure Manual for Design and Construction. Consideration for loading/unloading of dry bulk and liquid/gas products, utility (electrical, firewater and water) requirements, and port security will be evaluated and incorporated into the planning and design of the facilities to provide that structures meet the operational requirements as prescribed by the LCHTD.

Figure 1: Project Location

Project Site


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2.0 Permit Requirements

US Army Corps of Engineers Section 404 and Section 10 permits will be completed by Gahagan & Bryant Associates (GBA). MN will be responsible for providing the necessary documents and information to this third party. This information was provided to GBA December 2013.


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3.0 Applicable Codes, Standards and Guidelines

The following codes, standards and guidelines will be referenced during the design development and construction of the proposed facilities:

1. American Association for State Highway and Transportation Officials (AASHTO), AASHTO LRFD Bridge Design Specifications, 4th Edition, 2007.

2. American Concrete Institute (ACI), Guide for the Design and Construction of Fixed Offshore Concrete Structures, ACI 357R-84, 1997.

3. American Concrete Institute (ACI), Control of Cracking of Concrete Structures, ACI 224R-01, 2001.

4. American Concrete Institute (ACI), Building Code Requirements for Structural Concrete, ACI 318-08, 2008.

5. American Concrete Institute (ACI), Specifications for Structural Concrete for Buildings, ACI 301-10, 2010.

6. American Institute of Steel Construction (AISC), Code of Standard Practice for Steel Buildings and Bridges, AISC 303-05, 2005.

7. American Institute of Steel Construction (AISC), Steel Construction Manual, 13th Edition, 2005.

8. American National Standards Institute (ANSI) / American Welding Society (AWS), Structural Welding Code Steel, ANSI / AWS D1.1, 2006.

9. American Petroleum Institute (API), Recommended Practices 2A (RP 2A-WSD, 2000; RP2A-LRFD, 2003).

10. American Society of Civil Engineers (ASCE) / Structural Engineering Institute (SEI), Minimum Design Loads for Buildings and Other Structures, ASCE / SEI 7-05.

11. ASTM International Standards.

12. American Welding Society (AWS)

13. International Code Council, International Building Code (IBC), 2009.

14. International Organization for Standardization (ISO) Standards.

15. Oil Companies International Marine Forum (OCIMF), Mooring Equipment Guidelines, 3rd Edition, 2008.

16. Occupational Safety and Health Administration (OSHA).

17. Permanent International Association of Navigation Congresses (PIANC), Criteria for Movements of Moored Ships in Harbors, 1995.

18. Permanent International Association of Navigation Congresses (PIANC), Guidelines for the Design of Fender Systems, 2002.

19. Precast / Prestressed Concrete Institute (PCI), PCI Design Handbook, 6th Edition, 2004.

20. United Facilities Criteria (UFC), Design: Moorings, UFC 4-159-03, 2005.

21. United Facilities Criteria (UFC), Design: Piers and Wharves, UFC 4-152-01, 2005.

22. United States Army Corp of Engineers, Design of Sheet Pile Walls, Engineering Manual 1110-2-2504, 1994.


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4.0 Units

The United States customary unit system shall be used throughout the project except as noted otherwise. Typical units of measure include:

Annual Throughput: Mtpy (million tons per year)

Capacity: tph (tons per hour)

Area: ft2 (square feet)

Elevation, Wave Heights, Ship Dimensions: ft (feet)

Length: ft (feet)

Forces: kip (kilo-pounds (1000 lbs))

Moment and Torsion: kip-ft (kilo-pound foot)

Conveyor Belt Speed: fpm (feet per minute)

Wind Speed: mph (miles per hour)

Ship Displacements: t (tonne*)

Ship Cargo Capacity: DWT (dead-weight tonne*)

Stresses: ksi (kips per square inch)

Weights: ton (ton)

Piping: (US customary units)

Structural Steel Shapes: (As per AISC Manual of Steel Construction)

Bolts/Nuts: (US customary units)

*Tonne = North American term for metric ton


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5.0 Datum

The projects vertical datum will be NAVD88. Data provided on June 1998 Issue for Bid documents for Port Improvements Dock Extension at Bulk Terminal No. 1 Lake Charles Harbor & Terminal District reference NGVD (1982 ADJ) and will be converted to NAVD88. It will be the responsibility of the Contractor to verify datums and establish the appropriate control points at the project site prior to commencement of construction.


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6.0 Environmental Criteria

6.1 Introduction

A hydraulic analysis was completed for the location of the proposed Liquid and Dry Bulk dock on the Calcasieu River. The site coordinates used for this preliminary hydraulic analysis are: 3011'49.86"N, 9317'28.25"W.

6.2 Hydraulic Design Criteria

Design Return Periods 6.2.1

For extreme events and hydraulic design criteria, two return periods (50 year and 100 year) are investigated and present in this document.

Operational Water Levels 6.2.2

Water levels for normal hydro-meteorological conditions are analyzed to bracket the range of water level elevations that can be expected during normal port operations. Tidal ranges are generally small in the region of the terminal. NOAA operates various hydraulic stations in the project vicinity. NOAA verified water level data was obtained from NOAA Water Level Station Bulk Terminal, LA, Station ID 8768691. The NOAA station Bulk Terminal, LA is located 0.5 miles downstream from the project site. Water level data obtained consists of hourly data for the time period March 12, 2009 to February 28, 2013. The data consists of approximately 35,000 data points, of which about 2.5% are empty values. Most of these empty values occurred throughout July 2011. The Bulk Terminal water level station is not referenced to NAVD88, however, a recent survey performed for the project references bench mark 7961 E in NAVD88. Since NOAA currently does not have any of stations in the area referenced to NAVD88, this information was used to tie the NOAA tidal datums to NAVD88. The information is presented in Table 1.

Table 1: Water Level Elevations (Bulk Terminal, Station 8768691)

Abbreviation Description Elevation (ft)

MHHW Mean Higher High Water 0.99

MHW Mean High Water 0.89

MSL Mean Sea Level 0.40

MTL Mean Tide Level 0.38

NAVD88 North American Vertical Datum of 1988 0.00

MLW Mean Low Water -0.14

MLLW Mean Lower Low Water -0.35

Highest Observed Water Level Date and Time: 3/21/2012 at 2:24 am 3.03

Lowest Observed Water Level Date and Time: 3/22/2012 at 10:18 am -3.13


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Extreme Still Water Levels 6.2.3

Based on USACE comprehensive storm surge modeling efforts,1 100 year Still Water Level (SWL) elevations

(1% annual exceedance probability) have been established for the Lake Charles Area. In the same effort, 400

year and 1000 year SWLs have been established. This data is used and extrapolated to estimate the 50 year

SWL.

The 50 year SWL has been determined at +6.4ft NAVD88, the 100 year SWL has been determined at +7.8ft

NAVD88.

Sea Level Rise 6.2.4

Based on the same USACE comprehensive storm surge modeling program, values of relative Sea Level Rise (SLR) for the Lake Charles area have been established. For a 50 year period (2010 to 2060), the effect of relative SLR on storm surge has been determined at an increase of 2.6 ft. for the project area. Hence, for the design, one should set the relative SLR equal to +2.6 ft. at the end of the 50 year design lifetime.

Table 2: Estimate of Still Water Level for 50 Year Design Life

50 year RP design

100 year RP design

50 year SWL 6.4 [ft]

100 year SWL 7.8 [ft]

Sea Level Rise over 50 years 2.6 [ft] 2.6 [ft]

Design Still Water Level - NAVD88 + 9.0[ft] +10.4 [ft]

6.3 Wave Characteristics

Wind Wave Characteristics 6.3.1

The Terminal is situated on the Calcasieu River in the close proximity of Lake Charles. The site is sheltered from direct exposure to marine forces (tides, ocean currents, waves and swell) and waves can, therefore, only be locally generated at the site. These are classified as wind waves due to wave growth in inland waters. In order to calculate wave growth for a 50 year and 100 year design event, the 50 year and 100 year wind speed is determined. The 50 year one hour wind speed has been determined at 70 mph and the 100 year one hour wind speed has been determined at 75 mph.

1 Louisiana Coastal Protection And Restoration (LACPR) Final Technical Report, June 2009, USACE New Orleans District Mississippi Valley Division


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Wave conditions are subsequently calculated with basic wind wave growth formulas following Brettschneider Wave Growth Formula.

For BT-1 Wharf Extension, for the 50 year design event, a design wave with a significant wave height of 3.9 ft. and a peak period of 4.0 seconds has been approximated while for the 100 year design event, a design wave with a significant wave height of 4.3 ft. and a peak period of 4.0 seconds has been approximated.

6.4 River Current Characteristics

At present time there is no detailed information available on river currents and discharge for the Calcasieu River at the project site. NOAA does maintain and operate a Physical Oceanographic Real-Time System (NOAA PORTS) for the Lake Charles Port area. The Station Lake Charles City Docks, (station ID lc0301), about 3 miles upriver, records river current velocities. The observed current velocities at station lc0301 are not necessarily characteristics for the project site since bathymetry and hydrodynamic characteristics differ locally; however, the data can be used to present an order of magnitude for near surface current velocities. For the Station Lake Charles City Docks the surface currents are in the range of 1 to 2 knots for normal hydro-meteorological conditions.

6.5 Wind

ASCE 7-10 defines the Basic Wind Speed as a three-second gust speed at 33 ft above the ground in Exposure C. The structures being designed are considered to be in Risk Category I and, therefore, the Basic Wind Speeds are taken from Figure 26.5-1c of the ASCE 7-10 Minimum Design Loads for Buildings and Other Structures. The Basic Wind Speed will be taken as 120 MPH.

6.6 Environmental Remarks

Caveats 6.6.1

Extreme SWL data can be updated with a Freedom of Information Act (FOIA) request from USACE to obtain 50 year and 100 year design SWL that were used for levee design in that area. Also note that the FEMA 100 year floodplain for that area is set to El. +9ft NAVD88. Furthermore, it should be noted that the wind waves are an approximation under the assumption that a constant design wind speed blows for 6 hours from the East, allowing waves generated on the Indian Bay to reach the project site under storm conditions. It is recommended to complete a more detailed directional wave analysis to further refine the design wave criteria. Finally, if needed, river currents can be approximated more accurately through numerical modeling or a data collection campaign.

References: Louisiana Coastal Protection and Restoration (LACPR) Final Technical Report, June 2009, USACE New Orleans District Mississippi Valley Division


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7.0 Geotechnical

Eustis Engineering (Eustis) from Baton Rouge, LA performed the geotechnical exploration in March 2013. Upon completion, Eustis provided MN with engineering recommendations to aid in designing each berth of the BT-1 Facility Expansion.

Previous geotechnical investigations performed on other projects at BT-1 are reported in:

Geotechnical Investigation Bulk Terminal BT-1 Dock Expansion; by Soil Testing Engineers; STE File 94-2115; dated Oct. 24, 1994

Report of Geotechnical Investigation Bulk Terminal No. 1 Phase II Dock Expansion; by Soil Testing Engineers; STE File 95-2080; dated Sept. 6, 1996

Geotechnical Engineering Report Bulk Terminal No. 1 Temporary Office Parking Lot; DJH File 10-007; by Daniel Holder, P.E.; dated Feb. 26, 2010

Geotechnical Investigation Engineering Report New Stacker/Reclaimer and Conveyor System; by CBK Soils Engineering; CBK File 21-105; dated Nov. 1, 2011

Ref: Summary Report Preliminary Engineering Port Priority Program Application Expansion of Bulk Terminal 1 Dock L&A Job No. 8957-2; by Lanier & Associates Consulting Engineers, Inc.; dated Nov. 7, 2012

7.1 Geotechnical Engineering Recommendations

Geotechnical engineering design recommendations were used to design marine structures. The complete report is attached to this document, see Appendix B. Geotechnical parameters and geotechnical recommendations necessary for design include:

Engineering properties of each soil layer encountered, including:

o Unit weight (dry and saturated)

o Variation of moisture content with depth

o Gradation

o Atterberg limits (cohesive)

o Angle of internal friction

o Drained and undrained shear strengths

o Consolidation, fine grained material

o Soil modulus, K

o Soil strain E50 (cohesive)

Classification of each soil layer per Unified Soil Classification System (USCS)

Drawings showing stratigraphy versus depth

Final typed Boring Logs

Recommendations regarding soil properties used to design new pile-supported and bulkhead structures


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Geologic considerations and subsurface conditions:

o Regional geologic setting

o Site geologic units (stratigraphy) and site geologic structure

o Site classification

o Subsurface conditions

Pile tip capacities and minimum pile tip elevations for proposed pile sizes and types

Lateral pile capacities and minimum pile tip elevations for lateral loads for proposed piles

Parameters for use in LPILE (lateral pile analysis software) for proposed piles

Final recommendations for pile types, sizes, and installation methods


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8.0 Design Criteria

8.1 Service Life

New marine structures are typically designed for a minimum service life of 50 years. Design service life of a structure is generally considered a period of time during which a properly constructed structure provides full operational design capacities without requiring major replacement or rehabilitation of primary structural components. Service life shall be achieved primarily by provision of a durable marine concrete mix, adherence to minimum concrete cover requirements (3 inches) for all exposed surfaces, and strict quality control during construction. Due to the nature of their function, components such as fender systems or cathodic protection systems are considered sacrificial and will require periodic maintenance and repairs.

8.2 Design Vessels

Three design vessels are being considered for the proposed marine structures: (1) Panamax Class Bulk Carrier (dry and liquid/gas), (2) liquid barges, and (3) dry bulk cargo barges. Vessels that made calls in 2011 and 2012 to BT-1 included vessels larger than Panamax size vessels. These vessels only utilized the facility as a lay berth with no transfer of material.

Table 3: Characteristics of Design Vessels

Vessel Particulars

Panamax (Liquid Bulk & Dry

Bulk)

Kirby Barge

(Liquid Bulk)

Rcc (Dry Bulk)

DWT, Max., dwt 76,000 -

LOA, m 229.0 91.5 89.94

LBP, m 219.0 - -

Beam, m 32.26 16.5 15.24

Loaded Draft (summer), m 14.7 3.5 -

Displacement (summer), mt 90,000 5,191 -

Ballast Draft, m 7.4 - -

Ballast Displacement, mt 43,000 - -

Maximum Arrival Draft, m 12.2

Maximum Arrival Displacement, mt 72,000

Mooring Line Breaking Strength, min, mt 65 20 -

Winch Brake Capacity, min., mt 36 - -

Mooring Line Material Synthetic/HMPE/Steel Rope -

8.3 Geometric Criteria

The proposed marine facilities will be located on the Calcasieu River parallel to the federal channel. All of the proposed marine structures will be located within the boundaries of the Structure Limit Line, which is approximately 250 feet from the perimeters of the federal channel. Safe navigational clearances, design vessel geometry and port operational requirements will govern the proposed improvement layouts and configuration. End-to-end spacing of the berthed vessels and the north-east property limits will define the spacing between structures. During the design phase, MN will meet with the POLC at each project milestone to discuss the proposed layouts and design criteria outlined in this document as necessary to accommodate current and anticipated port operations. This document will be revised as necessary to reflect any necessary changes.


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Wharf Extension 8.3.1

Based on the poor quality of the existing soils, water depths, and the heavy industrial loading required for the structure, it is anticipated the Wharf Extension will be an over-water open type structure with a pile supported trestle providing land access. Construction of the proposed extension will evaluate the use of pre-stressed concrete piles, spuncast piles and/or steel pipe piles. The superstructure will consist of a cast-in-place and precast concrete deck.

Wharf length and width were determined to accommodate a Panamax class bulk cargo vessel and unloading of material using two Gottwald Series 6 mobile harbor cranes. Published data for the specified crane is provided in the Appendix C of this document. An on-deck traveling hopper and conveyor system will be used to transport the product to upland stockpiles. Preliminary wharf concepts were provided by POLC in the Summary Report Preliminary Engineering Expansion of Bulk Terminal 1 by Lanier & Associates, November 7, 2012. The specified thru-put rates were used to develop conceptual design of the material handling equipment (conveyor, hoppers, towers, etc.). The operating envelope for the Gottwald crane and equipment locations determined the required wharf geometry. The conceptual plans and design are provided in the Appendix D of this document.

The following criteria will be incorporated into the wharf layout:

Deck elevation to match existing wharf

Gottwald Series 6 harbor crane working envelope. Conveyor size to handle 2 mobile hoppers at a capacity of 1, 000 tons/hr each

Access Trestle as required to transport harbor crane.

El -42 dredge depth

Surface drainage

Potable water stations

Wharf lighting

Vehicular access

Pedestrian access to Lay Berth

100 ft clearance between adjacent vessels at berth


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Figure 2: Mobile Harbor Crane

Lay Berth 8.3.2

Independent pile supported mooring and berthing structures will be utilized to provide the proposed Lay Berth north of the BT-1 Wharf Extension. Both Panamax class vessels, as well as standard river barges are anticipated to call on the berth. Fender types and spacing will be specified to provide adequate berthing for both vessel types. The berthing line will match BT-1 Wharf extension for potential future expansion. At this time, there is no land access directly to the Lay Berth. Over water pile supported catwalks will be used for pedestrian access between the mooring and breasting structures. A catwalk will be provided at the north end of the BT-1 Wharf Extension to provide pedestrian access to the Lay Berth.

Liquid/Gas Bulk Berth 8.3.3

The liquid bulk handling facility proposed at the northern end of the port property will be constructed in a similar manner to the Lay Berth. Independent pile supported structures will be utilized for mooring and berthing functions. A pile supported pier head will be provided for the product handling equipment, emergency equipment, and port personnel. Land access will be provided via a pile supported access trestle. Product piping and supports will be located adjacent to the access trestle. The following criteria will be incorporated into the Liquid Bulk Facility:

Panamax class vessels


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(2) Liquid barges simultaneously docking

Platform to support (4) four product loading/unloading arms, (1) one vapor recovery arm, and (1) one stripping pump

Vehicle turn around

Administrative and Personnel Facilities (NO RESTROOMS)

Pile support catwalks for pedestrian access from pier head to mooring/breasting dolphins

Layout arranged to allow the loading of two barges at the same time

8.4 Material

Material properties listed below represent minimum recommendations for materials to be used during construction.

Material Properties 8.4.1

All materials shall be constructed of high quality and new material while conforming to its relevant ASTM Standard.

All detailing, fabrication, and erection of reinforcing steel work shall comply with recommendations of ACI 301 and 318, unless otherwise specified.

All cement shall conform to ASTM C150 Type II cement.

Concrete aggregates shall conform to requirements of ASTM C33.

Admixtures for concrete shall be in accordance with manufacturers recommendations and shall conform to requirements of ASTM C494.

Mix water for concrete shall be potable and free of chlorides.

Cast-in-place concrete compressive strength (fc) shall be 5,000 psi minimum at 28 days.

Precast, non-prestressed concrete compressive strength (fc) shall be 5,000 psi minimum at 28 days.

Precast, prestressed concrete compressive strength (fc) shall be 6,500 psi minimum at 28 days and 4,500 psi minimum at stress transfer.

Non-shrink grout strength shall be 8,000 psi minimum at 28 days.

Reinforcing steel for cast-in-place concrete shall conform to ASTM A615, A616, A617 or A706 as applicable. Steel shall be Grade 60 with no epoxy coating.

Prestressing steel for prestressed concrete shall be cold drawn and conform to ASTM A416, Grade 270.

Welded wire fabric shall conform to ASTM A185.

Structural steel shall conform to ASTM A36.

All structural steel shall be prepared, fabricated, and erected in accordance with provisions of AISC.

All steel piling systems shall conform to requirements of ASTM A572.


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All exposed steel shall be stainless steel in accordance with:

o Shapes and bars:, ASTM A276, Type 316 SS

o All miscellaneous metals including bolts, washers, nuts, straps, etc. Shall be stainless steel F593 and F594, Type 316 SS.

o All inserts, plates, straps, etc. Shall conform to the requirements of ASTM A480 and A666, Type 316 SS.

All precast and cast-in-place concrete shall be afforded corrosion protection measures through use of concrete admixtures such as silica fume, calcium nitrite, or other approved methods, as required by analysis.

8.5 Loading

Dead Load (DL) 8.5.1

Dead load consists of self-weight of each structure including all attachments such as mooring hardware, fenders, bollards, conveyors, catwalks, light poles, and utilities.

Uniform Live Load (LL) 8.5.2

Per the Statement of Qualifications for A New Liquid and Dry Bulk Dock on the Calcasieu Ship Channel, the dry bulk dock will have a minimum capacity of 1,000 psf. MN will be evaluating the cost implication of providing additional live load capacity to accommodate future wharf usage as a cargo or container facility. Final design live loading will be submitted to POLC for approval prior to issuance of Bid Documents.

Equipment/Vehicle Loading 8.5.3

Gottwald Series 6 Mobile Harbor Crane

40-ton forklift per UFC 4-152-01

AASHTO Design Vehicle (HS-20 Truck Load)

20-ton Mobile Crane for setting equipment (Manitowoc)

Figure 3: HS-20 Truck Load


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Impact 8.5.4

An impact factor of 15% will be applied to maximum wheel loads while designing slabs, beams, and pile caps. Impact factor is not applied when designing piles and other substructure elements.

Berthing Loads (BE) 8.5.5

In accordance with POLC directions, the fendering system on the wharf extension shall match the fendering presently on the wharf. The existing fendering is a combination of rubber energy absorbing elements fronted by timber piles and wales. This fender system shall be capable of absorbing the calculated required berthing energy presented in Table 5 over a 65-foot contact length. Refer to Berthing and Mooring Analysis Report, Appendix E for derivation of 65-foot contact length assumption.

Following PIANC (2002) guidelines, a berthing load will be determined to size the fenders at the Lay and Liquid/Gas Bulk Berth based on a calculated berthing energy using vessel parameters defined in Table 3, berthing velocities found in Table 4, and an approach angle of 6. For a more detailed description of the berthing energy analysis please refer to Berthing and Mooring Analysis Report.

Fender system design at the Lay Berth and Liquid/Gas Bulk Berth shall be optimized in conjunction with vessel

mooring configurations to minimize vessel motions at berth and absorb design berthing energies. Fenders shall

be for the complete range of ships that will use each berth.

The level of each fender and the fender face arrangement shall be designed to suit the hulls of the complete

range of vessels that will use each berth. The arrangement will be set so that the maximum allowable hull

pressure on the ships is not exceeded for all operational water levels and for all vessel loading conditions.

Design shall consider both fully laden and ballasted vessels berthing under normal operating conditions and

operational environmental conditions. A safety factor of 1.5 shall be used to obtain the required ultimate energy

capacity (abnormal impact) for each fender from the normal berthing energy value. Fender selection shall allow

for the tolerance on energy capacity of fender units under normal and angular berthing impacts according to the

fender manufacturers recommendations.

Shear deflection shall be limited by the use of shear chains. The front faces of fender panels shall be fitted with

low friction polyethylene rubbing pads. Vertical and horizontal friction shall be taken into account and the design

shall consider a fender face friction coefficient of not less than 0.2, taking into account the effects of fender face

wear in service. Fender panels shall be sized to limit maximum hull pressures to values specified in PIANC

2002.

Fenders shall be of sufficient strength and stiffness to accommodate forces exerted by the moored ship under

operational winds.

Calculated required berthing energy for the wharf extension and the Lay/Liquid Berth can be found in Table 5.

Table 4: Berthing Criteria for Panamax Bulker (Liquid and Dry)

Loading

Condition Berthing Velocity

Factor of Safety for Abnormal

Energy

Full 0.12 m/s 1.5

Ballast 0.15 m/s 1.5


BASIS OF DESIGN

17

Table 5: Calculated Energy Absorption

Structure Required Energy Absorption

(-42 feet dredge elevation)

Required Energy Absorption

(-52 feet dredge elevation)

Wharf Extension 650.0 ftkips (881 kNm) 808 ftkips (1096 kNm)

Lay/Liquid Berth 887.5 ftkips (1203 kNm) 1100 ftkips (1488 kNm)

Mooring Loads (ML) 8.5.6

Mooring hardware shall be sized based on the mooring line arrangement of the controlling design vessel coupled with the maximum environmental forces on ship. A detailed dynamic mooring analysis was performed to determine the minimum required hardware capacity for the design vessels. The analysis of the mooring forces was computed using the dynamic mooring model TERMSIM II. TERMSIM II is a time domain program, developed by Maritime Research Institute Netherlands (MARIN), used to analyze the dynamic behavior of a moored vessel subject to wind, waves, and current. For the wharf structure design, mooring line loads shall be equal to the mooring hardware capacity. These line loads shall be applied at angles between horizontal and a maximum of 30 from horizontal in a vertical plane outboard of the front face. Horizontal load variations shall be passed through 180 in plan view (parallel to the front face of wharf). These variable load directions represent possible bow and stern breasting line configurations.

Figure 4: Mooring Line Forces

Based on the results of the mooring analysis, mooring fixtures shall be as follows:

The wharf extension shall have bollards with 150-metric tonne SWL spaced 100-ft on center. Due

to the ship-loader rails, these bollards shall be on the face of the berth. A quadruple Quick

Release Hook (QRH) shall be installed on the proposed mooring dolphin extending off the

northeast end of the wharf extension.

The Lay and Liquid/Gas Bulk Berth shall be fitted with 150-metric tonne SWL mooring points on the

mooring dolphins, and 100-metric tonne mooring points on the breasting dolphins. Per POLC, all


BASIS OF DESIGN

18

mooring points shall be QRH. Mooring dolphins shall be equipped with quadruple QRH, while

breasting dolphins shall be equipped with double QRH.

Mooring QRH shall be designed based on the following:

A service load of 150 metric tonnes for QRH located on mooring dolphins, and 100 metric tonnes

for QRH on breasting dolphins, based on the mooring analysis conducted.

An ultimate load of the maximum breaking strength of a single line plus 50% of the breaking

strength of all other lines secured to the mooring point. The maximum design breaking strength of

the mooring line is 100 metric tonnes, based on a 99% confidence interval of Panamax class

vessel mooring lines.

Marine Structure Type of Hook Service Load Ultimate Load

Breasting Dolphin Double QRH 100 metric tonnes 150 metric tonnes

Mooring Dolphin Quadruple QRH 150 metric tonnes 250 metric tonnes

Refer to the Berthing and Mooring Analysis Report for further details on how these loads were developed as

well as Figures of the mooring arrangements.

Berth Spacing 8.5.7

In accordance with PIANC Report 116 (Safety Aspects Affecting the Berthing Operations of Tankers to Oil and

Gas Terminals, 2012), the minimum clearance between vessels moored at adjacent berths shall be 30m end to

end. This is also in compliance with US Navy recommendation of a minimum clearance of 100 feet between

vessels.

Wind Loading On Vessels 8.5.8

Based on the dynamic mooring analysis performed, and the mooring criteria established in the following at-berth wind limits were determined based on the allowable capacity of the 150-metric tonne mooring points:

Wharf Extension: 52 knots (30-sec gust)

Lay and Liquid Berth: 53 knots (30-sec gust)

These wind limits are comparable to the design wind speeds (50 knots) used in US Navy Type IIA standard moorings, as per UFC 4-159-03 Design: Moorings.

For details on how these limits were developed, please refer to Berthing and Mooring Analysis Report.

Wind Loading On Structures 8.5.9

In accordance with IBC 2009, ASCE 7-05 Minimum Design Loads for Buildings and Other Structures will be used to determine wind forces. The following parameters will provide the wind pressure applied to the structures:

V = 120 mph Basic Wind Speed


BASIS OF DESIGN

19

Kd = 0.85

Exposure Category C

Kzt = 1.0 No hills, ridges, or escarpments

Kz = 1.09 50 ft above ground for Exposure C (Table 27.3-1 ASCE 7-10)

G = 0.85 Gust Factor

Cp = Structure Dependent External Pressure Coefficient

Temperature Load (T) 8.5.10

Thermal stress shall be based on a temperature increase or decrease of 50 degrees Fahrenheit (deg F). This temperature range is based on available historic temperature data for Louisiana found at www.climate-

zone.com:

Average Minimum Design Temperature: 41.1 deg F

Average Annual Temperature: 67.8 deg F

Average Maximum Design Temperature: 90.8 deg F

Load Combinations 8.5.11

Each segment of BT-1 Facility Expansion will be analyzed and designed to safely resist appropriate load combinations of each load pattern below.

Load Pattern Symbols

DL = Dead Load C = Current Load

LL = Live Load WL = Wind Load

I = Impact Load R = Creep/rib Shortening

BU = Buoyancy Load S = Shrinkage

BE = Berthing Load T = Temperature Load

E = Earth Pressure Load ML = Mooring Load

Allowable Strength Design (ASD) 8.5.12

ASD approach is used for designing foundation stability and long-term wharf loading. Mooring hardware and fittings (bolts and anchor plates) are designed using service load procedures.

Load and Resistance Factor Design (LRFD) 8.5.13

LRFD approach is used in concrete and steel structural elements design. Applicable load factors shall comply with the ACI 318, AISC, ASCE 7-05, and IBC codes.

Expansion Joints 8.5.14

An expansion joint will be located between existing and proposed wharf sections. This joint will be designed to allow for thermal expansion and contraction of wharf. An additional expansion joint may be added to the wharf extension as necessary.


BASIS OF DESIGN

20

Curb and Handrail 8.5.15

Cast-in-place concrete curbs will be installed along the berthing and back edges of the Wharf Extension. These curbs will have notches or scuppers to permit surface drainage of storm water as necessary. A timber curb will be installed at the north end of the extension. This will provide minimal demolition for future expansion.

Ladders and Life Rings 8.5.16

Ladders conforming to OSHA specifications shall be installed at all mooring and breasting dolphins.

Utilities 8.5.17

Utilities included in MN scope of work include ship water, fire water, and wharf lighting.

Five Ship Water Stations will be installed at approximately 160-foot spacing to match Dock 14A

Dock 14A has one dock-mounted fire hydrant located at the north end which is tied into a 4- inch water pipe on Dock 14. MN will evaluate if this is sufficient for the new extension. Additional hydrants will be installed as necessary to provide the required service.

Lighting levels shall be as directed by OSHA and as recommended by Illuminating Engineering Society of North America. Illumination levels will not be less than 5 foot-candles (fc) on the Wharf Extension and Liquid/Gas Bulk Berth. All catwalks will have stanchion lighting providing not less than 10 fc. It is anticipated that the berthed vessel will provide sufficient operation light for Lay Berth personnel handling lines.

All structures will have navigation lighting, in accordance with US Coast Guard regulations, installed.

Electrical provisions (conduit) will be provided for material handling equipment on both the Wharf Extension and Liquid/Gas Bulk Berth

Cold-ironing provisions may be incorporated at the request of LCHTD on the Wharf Extension.

8.6 Slope Stability

The in-situ soils at the project site consist of weak organics and clays. Site geometry requires side slopes from the limits of dredging (structure line) to be cut at a 4H to 1V slope or steeper. Due to the inherent instability of the existing soils and the exposure of the site to waves and passing vessel effects, it is anticipated that slope stability measures will be required. Slope stability measures may include articulated concrete mats, geotexitle and rock armoring, vegetation, vertical stabilization (bulkheads), or a combination of multiple options. Gahagan and Bryant Associates (GBA) Engineers and Surveyors are preparing plans for a beneficial use area adjacent to the proposed berths. Material adjacent to and within the Calcasieu Ship Channel will be excavated and placed as fill within this beneficial use area. Included in the GBA plans will be bank stabilization designs. MN will review the slope stability improvements provided by GBA as it relates to the integrity of the proposed docks. General considerations and options will be discussed with the POLC during the design development phase of the project. Current upland uses, near term improvements, future dredge depths, and the long-term masterplan for the project site are critical to properly evaluating the shoreline vulnerabilities and determining cost effect options for stabilization.


BASIS OF DESIGN

21

8.7 Mechanical Design Criteria Liquid Berth

Relevant Codes and Standards 8.7.1

The following codes and standards are applicable or relevant to this facility and will be incorporated into the design as follows:

NFPA 307 Construction and Fire Protection of Marine Terminals,Piers and Wharfs

API RP 500 C Classification of areas for electrical installation of petroleum and gas pipeline transportation systems

API RP 2003 Protection against ignitions arising out of static, lightning and stray currents

API STD 2610 Design, Construction, Operation, Maintenance & Inspection of Terminal and Tank Facilities

OCIMF Guide on Marine Terminal Fire Protection and Emergency Evacuation

ISGOTT International Safety Guide for Oil Tankers and Terminals, applicable sections

NEC National Electrical Code

NFPA 30 Flammable and Combustible Liquids Code

OSHA Occupational Safety and Health Administration

AWWA AmericanWater Works Association

API RP 500 C Classification of areas for electrical installation of petroleum and gas pipeline transportation systems

API RP 1110 Pressure Testing of Liquid Petroleum Pipelines

API RP 2003 Protection against ignitions arising out of static, lightning and stray currents

API Spec 5L Line Pipe

API Spec 6D Pipeline Valves (Gate, Plug, Ball, and Check Valves)

API Standard 6.3 Manual of Petroleum Measurement Standards

API Std 594 Wafer and Wafer-Lug Check Valves

API Std 609 Lug- and Wafer-Type Butterfly Valves

API STD 1104 Welding of Pipelines and Related Facilities

API STD 2610 Design, Construction, Operation, Maintenance & Inspection of Terminal and Tank Facilities

ASME B16.3 Malleable Iron Threaded Fittings

ASME B16.5 Pipe Flanges and Flanged Fittings NPS 1/2 Through NPS 24

ASME B16.47 Series A Classified Weld Neck Flanges NPS 26 through 60

ASME B16.9 Factory-Made Wrought Steel Buttwelding Fittings

ASME B16.11 Forged Fittings, Socket-Welding and Threaded


BASIS OF DESIGN

22

ASME B16.34 Valves - Flanged, Threaded, and Welding End

ASME B16.39 Malleable Iron Threaded Pipe Unions Classes 150, 250, and 300

ASME B31.3 Process Piping

ASME/ANSI B31.4 Liquid Transportation Systems for Hydrocarbons, Liquid Petroleum Gas, Anhydrous Ammonia, and Alcohols

ASME BPVC SECII-C Boiler and Pressure Vessel Code: Section II Material Part, Welding Rods, Electrodes, and Filler Metals

ASME BPVC SEC V Boiler and Pressure Vessel Code: Section V Nondestructive Examination

ASME BPVC SEC IX Boiler and Pressure Vessel Code: Section IX Qualification Standard for Welding and Brazing Procedures, Welders, Brazers, and Welding and Brazing Operators

ASTM A 36/A 36M Carbon Structural Steel

ASTM A 53/A 53M Pipe, Steel, Black and Hot-Dipped, Zinc-Coated Welded and Seamless

ASNT SNT-TC-1A Recommended Practice

AWS A2.4 Symbols for Welding, Brazing and Nondestructive ExaWelding Terms and Definitions Including Terms for Brazing, Soldering Thermal Spraying and Thermal Cutting

AWS D1.1 Structural Welding Code Steel

AWS D10.9 Qualification of Welding Procedures and Welders for Piping and Tubing

AWS QC1 AWS Certification of Welding Inspectors

ANSI/AWS Z49.1 Safety in Welding, Cutting and Allied Processes

OCIMF Standard Specification for the Design and Construction of Marine Arms

Piping and Equipment Footprint 8.7.2

MN was not tasked with designing the liquid handling components. However, in order to provide the structural engineers with loads and to ensure the deck space of the liquid dock was sized adequately, the liquid material group performed preliminary design and sketches of the major equipment pertinent to the design of the marine structures.

The primary function of the new liquid loading platform will be to support methanol and sulfuric acid loading arms, piping and equipment. A platform size of 80 ft x 80 ft has been anticipated.

The piping trestle will support a 14-ft wide roadway and 10-ft wide pipe rack separated by a 2.5-ft curbed walkway. The pipelines will be distributed in a single tier across the support rack width. Pipe supports will be located at approximately 20 ft centers along the piping corridor.

Approximately 65 percent of the platform area will be taken up by piping, loading arms, and equipment. The remaining 35 percent will be open area to allow for mobile crane or small truck access, parking and turnaround. Piping will be arranged to minimize space impact, and equipment will be arranged to allow reasonable access to all areas. The 12-inch and 8-inch loading arms will be spaced for sufficient clearance during lateral movement and adequate access between the arms. Table 3 shows approximate weights for equipment to be located on the loading platform, the liquid dock sketch is shown in Appendix F


BASIS OF DESIGN

23

Table 3: Equipment Weights

Equipment Weight (lbs)

Stripper pump skid 1,900

Hydraulic station 1,500

Elevated fire monitor 7,000

Control room 20,000

Loading Arms, Stripping Operations, and Vapor Recovery 8.7.3

The platform will consist of two 12-inch loading arms for methanol loading, and one 8-inch loading arm for sulfuric acid loading (Attachment 2). The loading arms will be arranged to allow two barges to be filled at the same time. This arrangement sets the arms at the ends of the platform. Barges will either be moored at the berth bow to bow or stern to stern, depending on the position of the manifold on the barges. General arrangements were provided by Lake Charles Clean Energy to verify the width of the platform can accommodate this arrangement. The loading arms will be equipped with such features as quick-connect/disconnect couplers (hydraulically powered), an integrated position monitoring system, full-access ladders and platforms (except for the outer arm), and manual or powered vacuum breaker. The hydraulic control unit will be equipped with dual motors/pumps for redundancy.

Since the arms must be moved and stored empty, two stripping pumps will be provided to empty the arms after each transfer operation in emergency situations. A manual vacuum breaker will be opened at the top of the arm during draining. The inboard arm and fixed-base riser will be drained via a drain connection at the bottom of the fixed base elbow. In case of emergency, a hose connection will be provided to drain the methanol or sulfuric acid from the loading arms. The methanol or sulfuric acid will be pumped back into their respective pipeline systems to salvage the liquids. In addition, a slop/spill tank will be provided for any miscellaneous oil draindowns not piped directly to the stripping pump. Stripping pump operation will be manual with low-flow shutoff.

The loading platform will be fitted with a marine loading arm that will be dedicated to vapor recovery. This arm will be attached to the vessel's vent system and capture vapor from the barge or vessel. The vapor will enter a train of processing equipment that will be located on the berth, including pressure sensors, alarms, knock out vessels, and a detonation arrestor, prior to being sent to the terminals vapor recovery or destruction area.

Table 4 shows approximate weights of the marine loading arms:

Table 4: Approximate Loading Arm Weights

Loading Arm Weight (lbs)

12 methanol 48,000

12 methanol 48,000

8 99% sulfuric acid 34,000

8 93% sulfuric acid 34,000

6 vapor recovery 28,000

Piping, Pumps and Valves 8.7.4

Since methanol and sulfuric acid are corrosive materials, the piping that transfers these liquids will need to have proper chemical resistance. Methanol piping will require chemical resistance in the form of hydrogenated nitrile


BASIS OF DESIGN

24

rubber (HNBR) lining. Similarly, sulfuric acid piping will require chemical resistance in the form of polyvinyl chloride (PVC) lining.

Piping will be supported above deck on guided or anchored supports. There will be a minimum pipe height of approximately one foot from the deck. Sufficient flexibility will be designed into the system through changes in direction, and ball joints will not be used. Surge pressures will also be analyzed during detailed design.

The pumps on the loading platform will be for stripping methanol or sulfuric acid from the loading arms after each operation, and will be positive displacement pumps. These pumps will be capable of drawing suction at negative pressure, and will be best suited for stripping operations and pumping down the slop/spill tank. To protect the stripping pumps, suction strainers will be provided.

Most of the valves on the loading platform will be gate valves, but some of the smaller valves will be butterfly, while fire water valves should be OS&Y. The outlets on each of the loading arms will have electro-hydraulic, fail to close expanding wedge gate valves and will serve as the required emergency shutdown valves. Check valves will be used to prevent backflow on the lines in the system.

Table 5 shows the pipelines that will be supported on the trestle.

Table 5: Trestle Pipelines

Line Size and Service

Material Filled Unit Weight (pounds per foot)

24 Methanol A53 B Carbon Steel 278.57

12 99% Sulf. Acid A53 B Carbon Steel 98.56

12 93% Sulf. Acid A53 B Carbon Steel 98.56

8 Vapor Recovery A53 B Carbon Steel 28.55 (un-filled)

6 Firewater A53 B Carbon Steel 31.48

2 Nitrogen A53 B Carbon Steel 5.10

Piping on the trestle will be spaced as shown in Figure 5.

Figure 5: Spacing of Trestle Piping

Dock Control and Monitoring Operations 8.7.5

Some functions of the dock will be controlled locally, such as manual valves, stripping pumps, and loading arm positioning. Radio remote control of the arms will also be specified. Others will be controlled locally or


BASIS OF DESIGN

25

remotely, such as MOVs. Automatic operations will include flow rate control, transfer start-up and shut-down sequencing, contact water and storm water pumps, and emergency shutdown sequencing.

The loading arms will be moved by their electro-hydraulic power and control system, which will be located on the loading platform for ease of viewing the arm movement operation. A wireless handheld control unit will provide convenient, up close movement of the arms during connection/disconnection. Hydraulic rams or motors will open and close the locking jaws or cams on the quick-connect/disconnect coupler. The arms will be equipped with an integrated position monitoring system that provides a record of the velocity and position of the triple swivel terminal connection of each connected arm relative to the operating envelope. Arm over travel will be signaled by a separate proximity switch based system should the arms exceed their design envelope limits. Each loading arm will be equipped with a mechanically engaged parking lock to secure them while stowed.

Berth Fire Protection System 8.7.6

The loading platform will be equipped with fire monitors (water and foam) that will be able to cover the central loading platform and berthing platform in the event of a fire. The fire monitors will also be able to cover the immediate vicinity of the vessels manifold, where the terminals loading arms connect to the tanker.

Under normal operations, the fire monitors will be supplied from the fire water reservoir located in the upland terminal. If the upland reservoir is not available, the seawater pump station will provide the water supply.

The fire protection system will have multiple fire detection alarms and firefighting systems available. The Control Room at the terminal will be equipped with heat detectors and smoke detectors. Individual pump shelters and pump motor units will be equipped with smoke, heat, and flame detection equipment. The loading arms on the berth will be monitored with flame detectors and cameras.

Emergency Support Systems will be provided to perform specific safety functions common to the entire facility, including gas detection, foam and fire water systems, containment, and emergency shutdown systems. These systems provide a level of protection to the facility by initiating shut in functions or reacting to minimize the consequences of released hydrocarbons.

Containment Curbing and Sump System 8.7.7

All deck areas that are subject to potential leaks, spills, and drips from equipment, pipe flanges, pumps, loading arms, valves, etc. will be contained within a curbed area. Rainwater falling within this area will be collected and drained via sumps and pumped via pipes along the trestle to tanks on shore. Rainwater which collects inside the curbed piping and equipment area will be gravity drained to a contact water tank at the shore area. Twin pumps will start in sequence on highlevel alarm indication.

Instrumentation and Controls 8.7.8

The loading platform will have monitoring instruments that have local and remote annunciation. Discharge pressures at loading arms will be indicated locally and reported remotely to the control room. This pressure will be tracked for excursions from normal operating ranges. The slop/spill tank will have high level and high-high level switches remotely annunciated. All status functions will also be reported to the control room. Loading arm operation will be monitored, and loading arm envelope limit alarms will also be sent to the control room.

Utilities 8.7.9

Utilities brought to the loading platform will be nitrogen, compressed air, potable water, and potentially natural gas. A compressed air line will be used primarily for maintenance tools and equipment, but will also be available for instrumentation after routing through an air dryer. The potable water line will be sized to furnish water for emergency shower and eyewash stations, and for fresh water hose-down of equipment and supply to


BASIS OF DESIGN

26

ship, if needed. Nitrogen and natural gas will be required for vapor recovery operations, and stream enrichment if necessary.

8.8 Mechanical Design Criteria Dry Bulk Berth

MN was not tasked with designing the bulk handling components. However, in order to provide the structural engineers with loads and to ensure the deck space of the bulk dock was sized adequately, the bulk material handling group performed preliminary design and sketches of the major equipment pertinent to the design of the marine structures such as the rail gauge for the unloader and mobile hopper with preliminary wheel loads, the capacity required for the mobile hopper and the travel distance required for both the hopper and the unloader on the bulk berth. Basic design was also performed on the conveyor located on the berth to determine the tensions and loads that the berth structure would need to be designed for.

Desk Top Analysis 8.8.1

To determine the size of equipment required, a desk top analysis is preformed from the basic design criteria giving the range of vessel sizes expected, the tidal range, the type of commodity to be off loaded, the bulk density of the commodity, and the expected annual throughput. The desk top analysis confirms the capacity of the bulk unloaders grab and the required size of the receiving hopper as well as if one hopper is adequate or if a second hopper would be required to meet the anticipated throughputs.

Conveying 8.8.2

The conveying system is designed in such a way as to reduce the number of transfer points to avoid spillage and excessive wear on components. This also reduces the number of drives and pulleys required, which has a direct impact on the operating and maintenance costs.

A sketch is developed showing the basic geometry of the conveyor to determine the lift heights etc. Based on this sketch, basic calculations are performed on the conveying system to determine the belt size required to handle the required capacity with provision for any future anticipated increase in capacity. Also shown on the sketch would be the location of the drive station and the take-up.

In the design of the conveyors, client preferences of major equipment are taken in to account as well as standardizing on equipment to reduce the spares inventory as much as possible. Also, if dust covers are required by local authority regulations or are client preference.

Ship Unloading 8.8.3

When designing the berth, a sketch showing the cross section of the berth is developed, showing the unloaders reach and the proximity of the hopper in relation to the ship unloader. Should a vessel have ships gear or have its own unloading capabilities, these would need to be taken into account in the design of the berth as well as the hopper taking into account the rate at which the ship can unload.

A plan view sketch is also developed to determine that all holds for the ship can be accessed without the warping of the vessel. Also shown on this sketch is the overall length of the berth, with the travel of the ship unloader and travel of the hopper that straddles the conveyor.

Receiving Hopper Reclaim 8.8.4

From the desk top analysis and taking into account if the vessel would have its own offloading capabilities, it would be determined if feeders are required to prevent surging of the commodity on the belt.


BASIS OF DESIGN

27

Weigh Scale 8.8.5

A weigh scale to be installed on the incoming conveyor to verify actual receiving capacity. These are fitted on the conveyor. The type and accuracy of the weigh scale is determined by client.

Metal Removal/ Metal Detection 8.8.6

Generally, commodities being shipped are clean and have few contaminants, however, after transportation from the manufacturing facilities, shipping, unloading, land transportation, storage, and reclaiming, there is the possibility that metal has entered the product stream. Drum magnets and self-cleaning belt magnets are suitable for removing tramp ferrous metal from petcoke. The best location for tramp metal removal is over a belt conveyor head pulley where the material is suspended in air.

Alternatively, a metal detector with a marking system could be installed. This is a cheaper alternative; however, it requires someone to manually go out onto the conveyor and remove the metal and have the conveyor restarted.

Sampling System 8.8.7

Sampling systems are installed to verify the type and grade, etc. of the inbound petcoke. This is a client preference and the type of sampling system would be determined by the client.

Dust Suppression and Fire Protection 8.8.8

Water-based dust sprinkler systems are used to reduce the emission of dust. Pump stations are set up to cater water supply to all the sprinklers and are designed to cater for at least 25-30 minutes in case of shortage of water supply. In addition to the dust suppression system, cooling systems for power packs and fire-fighting systems are also installed for emergency situations.

PORT OF LAKE CHARLES NEW LIQUID AND DRY DOCK BASIS OF DESIGN

February 14, 2014 A-1

APPENDIX A Description of Existing Structure

BT-1 is a 1,860-foot continuous concrete decking wharf with two mooring structures on the south and north end. BT-1 processes more than 3.1 million short tons of dry bulk material annually. Materials processed include, but are not limited to, petcoke, calcined coke, barite, coal, rutile, and woodchips. Petcoke is the primary import at BT-1.

Ref: http://portlc.com/facilities-and-services/terminals/bulk-terminal-1/

Figure A-1: Aerial of Bulk Terminal 1 Facility Initial construction of the 600 foot-long by 55 foot-wide wharf with two mooring dolphins on the south end, was performed in 1969. An additional 300 feet was constructed in 1984. This section has a rail mounted shiploader on the south end and a rail mounted clam bucket unloader on the north end, which traverses 740 feet of the wharf. MN does not possess drawings for this section of the wharf to comment on the type of materials used to construct it. In 1994, a geotechnical investigation was completed for Phase I of a two phase planned extension of the existing 900-foot wharf. This phase included a 150-foot extension to the northeast of the existing wharf. Again, MN does not possess drawings for this section of the wharf to comment on the type of materials used to construct it. Phase II consisted of an 810-foot extension in the same direction as Phase I. Two mooring dolphin structures extending 100 feet on the northeast end and are connected to the wharf by concrete catwalks. MN was provided drawings for this phase. This section of wharf is an open-over water pile supported structure. Twenty-four (24) and thirty (30) inch square, precast concrete piles support a cast-in-place cap and beam system with a concrete deck on top. Cap spacing is 12 feet center-to-center along the 810-foot wharf. Double caps are located at each expansion joint spaced 162 feet apart. There are 3 cast-in-place beams running longitudinally in the wharf. One 4 foot 6 inch deep by 6 foot 1-1/2 inch wide rail beam is located on the berthing face and another 4 foot wide is located on the back edge. An approximately 3 foot 6 inch deep by 4 foot wide beam runs centered on a line 23 feet 6 inches from the back edge encapsulated a row of battered piles. A continuous catwalk hangs below the deck and connects to one located on Phase I. There are eleven 54-inch mooring cleats along the berthing face. Cleats begin approximately 45 feet from the end of Phase I and are spaced 72 feet apart. There is an additional cleat 6 feet from the northeast end. Each mooring dolphin on the northeast end is 17 foot 6 inch by 10 foot 6 inch and has 1 DRH80 Double Release Hook in the center. The fender system at BT-1 consists of treated Southern Pine/Douglas Fir fender piles, with timber blocking and a rubber fender element (MV 800x1500B or MV 800x2000B). Ultra High Molecular Weight (UHMW) Polyethylene rub strips are attached to each row of timber blocking (3) to protect from vessels moving



back and forth during berthing and mooring. Per LCHTD, the existing fender system shall be utilized for the proposed wharf extension. Ship water stations are located every 162 feet apart along the berthing face and, according to Dock Extension at Bulk Terminal No. 1 drawings Sheet 17, there is 1 Dock Mounted Fire Hydrant located on the back edge on the northeast end. Wharf lighting is provided from lights located on the conveyor behind the wharf. An access trestle located 83 feet northeast of the end of Phase I, provides a mid-point access to all of BT-1. All conveyors at BT-1 are located on individual pile supported structures behind the 56 foot wide wharf. The centerline of conveyors (BC-6B) is a minimum of 34 foot 6 inches from the center of the back rail. Elevations of conveyor lines are not shown on the drawings provided to MN. Reference Figure A-2 for a typical section of BT-1.

Figure A-2: View of Existing BT1 Dock Looking Downstream

Figure A-3: Existing Upstream Mooring Dolphin



Figure A-4: Typical BT-1 Section


February 14, 2014 B-1

APPENDIX B Geotechnical Report


February 14, 2014 C-1

APPENDIX C Gotwald Crane Specifications

Gottwald Port Technology GmbH Postfach 18 03 43 40570 Dsseldorf, GermanyPhone: +49 211 7102-0 Fax: +49 211 7102-3651 [email protected] www.gottwald.com

Gottwald Port Technology GmbH A subsidiary of Demag Cranes AG

Generation 5

Gottwald Harbour Crane Model 6Technical Data, Lifting Capacities and Equipment

A8

2

Gottwald Harbour Crane Model 6All the Data at a Glance

Fig. shows configuration of general cargo crane with standard tower.

The configurations of general cargo cranes with short tower as well as the G HMK 6407 B four-rope grab variant are different.

All dimensions in mm

0

10

20

30

40

60

70

80

130

150

90

110

120

50

140

100

Lifting cap

acity

on hook [t]

50

74

Radius [m]8 12 20 24 28 32 36 40 44 48 52 5616

Motor grab on hook

Heavy load

Container including 9-t single-lift spreader

General cargo

A6A6

A7A7

63A5A5

40

A4A4

G HMK 6307Max. lifting capacity 74 tHoisting speed 0 75 m/minHoist configuration 1 x 2 = one 2-rope hoistDiesel engine power 765 kW

310

20

30

40

60

70

80

130

90

110

120

0

50

140

100

150

8 12 20 24 28 32 36 40 44 48 52 5616

Radius [m]

50

Lifting cap

acity

on hook [t]

63

Heavy load


General cargo

Motor grab on hook

A3A3

A6A6

A7A7

8 12 20 24 28 32 36 40 44 48 52 5616

Radius [m]

Heavy load

Motor grab on hook

General cargo

Container including 10.7-t twin-lift spreader

10

20

30

40

60

70

80

130

150

90

100

110

120

0

50

140

Lifting cap

acity

on hook [t]

47

63

100

A3A3

A7A7

Lifting Capacities in Tonnes

Variants G HMK 6307 G HMK 6407 G HMK 6507 G HMK 6407 B

Operating modes

Radius [m] H

eavy lo

ad

Gen

eral cargo

Containe

r 1

Motor grab

Hea

vy lo

ad

Stan

dard variant

Gen

eral cargo

High-speed varia

nt

Stan

dard variant 1

Containe

r

High-speed variant 2

Motor grab

Hea

vy lo

ad

Gen

eral cargo

Containe

r 2

Motor grab

Hea

vy lo

ad

Gen

eral cargo

Containe

r 1

4-rope

grab

4-rope

grab

11 18 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 120.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

19 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 117.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

20 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 114.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

21 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 111.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

22 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 108.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

23 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 104.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

24 74.0 63.0 41.0 40.0 100.0 63.0 47.0 41.0 36.3 40.0 100.0 63.0 36.3 40.0 100.0 63.0 41.0 50.0 40.0

25 74.0 63.0 41.0 40.0 96.0 63.0 47.0 41.0 36.3 40.0 96.0 63.0 36.3 40.0 96.0 63.0 41.0 50.0 40.0

26 74.0 63.0 41.0 40.0 92.0 63.0 47.0 41.0 36.3 40.0 92.0 63.0 36.3 40.0 92.0 63.0 41.0 50.0 40.0

27 74.0 63.0 41.0 40.0 87.0 63.0 47.0 41.0 36.3 40.0 87.0 63.0 36.3 40.0 87.0 63.0 41.0 50.0 40.0

28 74.0 63.0 41.0 40.0 84.0 63.0 47.0 41.0 36.3 40.0 84.0 63.0 36.3 40.0 84.0 63.0 41.0 50.0 40.0

29 74.0 63.0 41.0 40.0 80.0 63.0 47.0 41.0 36.3 40.0 80.0 63.0 36.3 40.0 80.0 63.0 41.0 50.0 40.0

30 74.0 63.0 41.0 40.0 78.0 63.0 47.0 41.0 36.3 40.0 78.0 63.0 36.3 40.0 78.0 63.0 41.0 50.0 40.0

31 74.0 63.0 41.0 40.0 75.0 63.0 47.0 41.0 36.3 40.0 75.0 63.0 36.3 40.0 75.0 63.0 41.0 50.0 40.0

32 72.0 63.0 41.0 40.0 72.0 63.0 47.0 41.0 36.3 40.0 72.0 63.0 36.3 40.0 72.0 63.0 41.0 50.0 40.0

33 69.0 63.0 41.0 40.0 69.0 63.0 47.0 41.0 36.3 40.0 69.0 63.0 36.3 40.0 69.0 63.0 41.0 48.3 40.0

34 67.0 63.0 41.0 40.0 67.0 63.0 47.0 41.0 36.3 40.0 67.0 63.0 36.3 40.0 67.0 63.0 41.0 46.5 39.0

35 65.0 63.0 41.0 38.8 65.0 63.0 47.0 41.0 36.3 38.8 65.0 63.0 36.3 38.8 65.0 63.0 41.0 44.7 38.4

36 62.0 62.0 41.0 37.5 62.0 62.0 47.0 41.0 36.3 37.5 62.0 62.0 36.3 37.5 62.0 62.0 41.0 42.7 37.2

37 59.5 59.5 41.0 36.2 59.5 59.5 47.0 41.0 36.3 36.2 59.5 59.5 36.3 36.2 59.5 59.5 41.0 40.8 35.8

38 58.0 58.0 41.0 34.9 58.0 58.0 47.0 41.0 36.3 34.9 58.0 58.0 36.3 34.9 58.0 58.0 41.0 39.4 34.6

39 56.0 56.0 41.0 33.6 56.0 56.0 47.0 41.0 36.3 33.6 56.0 56.0 36.3 33.6 56.0 56.0 41.0 37.9 33.3

40 54.5 54.5 41.0 32.0 54.5 54.5 47.0 41.0 36.3 32.0 54.5 54.5 36.3 32.0 54.5 54.5 41.0 36.3 32.2

41 52.5 52.5 41.0 31.1 52.5 52.5 47.0 41.0 36.3 31.1 52.5 52.5 36.3 31.1 52.5 52.5 41.0 34.8 31.1

42 50.6 50.6 41.0 30.3 50.6 50.6 47.0 41.0 36.3 30.3 50.6 50.6 36.3 30.8 50.6 50.6 41.0 33.6 30.0

43 48.8 48.8 39.8 29.5 48.8 48.8 47.0 39.8 36.3 29.5 48.8 48.8 36.3 29.5 48.8 48.8 39.8 32.5 29.0

44 47.2 47.2 38.2 28.7 47.2 47.2 47.0 38.2 36.3 28.7 47.2 47.2 36.3 28.7 47.2 47.2 38.2 31.4 28.0

45 45.5 45.5 36.5 27.9 45.5 45.5 45.5 36.5 34.8 27.9 45.5 45.5 34.8 27.9 45.5 45.5 36.5 30.4 27.1

46 44.0 44.0 35.0 27.1 44.0 44.0 44.0 35.0 33.3 27.1 44.0 44.0 33.3 27.1 44.0 44.0 35.0 29.5 26.2

47 42.6 42.6 33.6 26.2 42.6 42.6 42.6 33.6 31.9 26.2 42.6 42.6 31.9 26.2 42.6 42.6 33.6 28.5 25.4

48 41.2 41.2 32.2 25.5 41.2 41.2 41.2 32.2 30.5 25.5 41.2 41.2 30.5 25.5 41.2 41.2 32.2 27.6 24.6

49 39.5 39.5 30.5 24.4 39.5 39.5 39.5 30.5 28.8 24.4 39.5 39.5 28.8 24.4 39.5 39.5 30.5 26.8 23.8

50 38.0 38.0 29.0 23.5 38.0 38.0 38.0 29.0 27.3 23.5 38.0 38.0 27.3 23.5 38.0 38.0 29.0 26.0 23.1

51 36.6 36.6 27.6 22.6 36.6 36.6 36.6 27.6 25.9 22.6 36.6 36.6 25.9 22.6 36.6 36.6 27.6 25.2 22.4

Heavy load and general cargo mode on hook, container operation below spreader 1 Single-lift spreader = 9 t

Motor grab on hook and 4-rope grab operation on ropes 2 Twin-lift spreader = 10.7 t

100

A5A5

40

A5A5

40 A6A6

G HMK 6407 Standard variantMax. lifting capacity 100 tHoisting speed 0 90 m/minHoist configuration 1 x 2 = one 2-rope hoistDiesel engine power 765 kW

G HMK 6407 High-speed variantMax. lifting capacity 100 tHoisting speed 0 120 m/minHoist configuration 1 x 2 = one 2-rope hoistDiesel engine power 765 kW

48 12 20 24 28 32 36 40 44 48 52 5616

Radius [m]8 12 20 24 28 32 36 40 44 48 52 5616

Radius [m]

Heavy load

4-rope grab (50 t)

Heavy load

General cargo (63 t)

Motor grab on hook

Container including 10.7-t twin-lift spreader


10

20

30

40

60

70

80

130

150

90

100

110

120

0

50

140

Lifting cap

acity

on hook [t]

63

120

A3A3

A7A7

10

20

30

40

60

70

80

130

90

110

120

0

50

140

100

150

Lifting cap

acity

on hook [t]

50

63

100

Classification of the crane as a whole in appliance groups A3 to A8 as per the F.E.M. 1.001 Design Rules.

A3A3

A7A7

A8A8

Equipment

Standard Option

Visumatic Crane Management System l

Cable-linked rigging remote control l

Radio remote control l

Load linear motion l

Antisway system l

Point-to-point handling mode l

Hoisting height limiting system l

Camera for reverse travel l

Torque-controlled cable reel l

Additional seat in tower cab l

Tower cab forward-mounted by 2.5 m l

Active dust protection system l

Extended dust protection system l

Preparation for external power supply l

External power supply l

Central lubrication system for slew ring, boom root and luffing cylinder bearings

l

Central lubrication system for chassis and rope pulleys

l

Pinion lubrication using high-performance grease via separate central lubrication system

l

Climate packages for extreme high or low ambient temperatures

l

Automatic stabiliser system l

Interlocking stabiliser beams for reduced passage width

l

Crab steering l

Chassis cab l

Air conditioner in chassis cab l

Refuelling via the chassis l

Second stairway on chassis l

Energy recovery system l

47A5A5

A6A6

General cargo

Technical DataMax. lifting capacities See variantsDimensions and WeightRadius 11 51 mBoom pivot point Standard tower 23.0 m Short tower 17.6 mTower cab (crane operator eye level) Standard tower 26.1 m Short tower 20.7 mPropping base 14.0 m x 12.5 m

Chassis in travel mode17.7 m x 9.0 m

optional 17.7 m x 8.3 m

Weight (approx.) 420 tHoisting Heights

Above quay level G HMK 6307 & G HMK 6407 & G HMK 6507 47.0 m

G HMK 6407 B 46.0 mBelow quay level 12.0 mTravel GearAxles 7Steered axles 7Driven axles 2Crab steering 25Working Speeds and Drive PowerHoisting / lowering See variantsSlewing 0 1.6 rpmLuffing 0 82 m/minTravelling 0 80 m/minDiesel engine power See variants

40A6A6

40

A5A5

4-rope grab (40 t)

G HMK 6507Max. lifting capacity 120 tHoisting speed 0 116 m/minHoist configuration 1 x 2 = one 2-rope hoistDiesel engine power 765 kW

G HMK 6407 BMax. lifting capacity 100 t / 50 t / 40 tHoisting speed 0 110 m/minHoist configuration 2 x 2 = two 2-rope hoistsDiesel engine power 1,112 kW

5Versatile Variants of Generation 5Gottwald Harbour Crane Model 6

Model 6 is a Harbour Crane with a maximum lifting capacity of 120 t. This crane model offers a total of five variants including a 4-rope grab crane variant for professional bulk handling.

All the technical data, lifting capacities and equipment listed here apply to the different variants of the G HMK Gottwald Mobile Harbour Crane.

The technical data, lifting capacities and equipment for G HSK Portal Harbour Cranes and G HPK Harbour Pontoon Cranes are based on the individual on-site conditions, and are issued by Gottwald upon request.

The classification of the crane as a whole in appliance groups A3 to A8 follows the F.E.M. 1.001 Design Rules.

G HMK Mobile Harbour Crane mounted on a rubber-tyred chassis

The portal of a G HSK Portal Harbour Crane

The pontoon of a G HPK Harbour Pontoon Crane

Gottwald Port Technology GmbH Postfach 18 03 43 40570 Dsseldorf, GermanyPhone: +49 211 7102-0 Fax: +49 211 7102-3651 [email protected] www.gottwald.com

Gottwald Port Technology GmbH A subsidiary of Demag Cranes AG

Mod

el 6 Techn

ical Data 07

/12.09

UK S+S

Subject to cha

nge with

out no

tice

GOTTWALD Mobile Harbour Crane

Quay Loading Data

420,0 t100,0 t520,0 t

714,0 m x 12,5 m

2,4 m x 5,0 m1

**other sizes on request

Area covered Area covered ( 15,2 m

Uniformly distributed load(420,0 t

Pressure under wheels:

60 t4

15,00 t1690 cm8,88 kg/cm 15,2 m

Maximum propping forces [Heavy load - 75%]

I II III

100,0 t 96,0 t 100,0 t24 m 25 m 24 m

New Berths-Basis of Design

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