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

Azzawiya Oil Harbour Bid Documents
Volume II of III Exhibit C1 Performance Specifications and

Design Criteria
Azzawiya Oil Refining Company Inc.

23 June 2009
Final Report
9R4944Q0
A COMPANY OF
HASKONING NEDERLAND B.V.

MARITIME
George Hintzenweg 85
P.O. Box 8520
Rotterdam 3009 AM
The Netherlands
+31 (0)10 443 36 66
Telephone
Fax
info@rotterdam.royalhaskoning.com
www.royalhaskoning.com
Arnhem 09122561
Document title
Document short title

Status
Date
Project name
Project number
Client
Reference RH
Reference ARC
Drafted by
Azzawiya Oil Harbour Bid Documents

Volume II of III Exhibit C1
Performance Specifications and Design
Criteria
EPC BD Azzawiya Vol II Exhibit C1
Final Report
23 June 2009
Azzawiya Oil Harbour Project
9R4944Q0
9R4944K0/R0423/901835/Rott/Rev0
1620-ZA-A4-004
P. Groenewegen, B. v/d Vijver, V. Vanlishout

R. v. Raalten, A. Ruijs, L. Pekaar, G. Bosman
Checked by
Date/initials check
Approved by
Date/initials approval
M. Liston
23/06/2009
H. Altink
24/06/2009
E-mail
Internet
CoC
CONTENTS
Page
1
INTRODUCTION
PART I PERFORMANCE SPECIFICATIONS
DESIGN PHILOSOPHY
FUNCTIONS
PART II DESIGN CRITERIA
SITE LOCATION
PORT DEVELOPMENT
CAPACITIES
PHASING
AND
THROUGHPUT
10
HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS
14
SITE CONDITIONS
30
GENERAL DESIGN CRITERIA
47
SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR

NAUTICAL MANOEUVRING AREAS
56
BREAKWATER AND REVETMENT

CONDITIONS AND DESIGN CRITERIA
60
7
8
9
10
11
12
13
DESIGN
SPECIFIC
QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN

CRITERIA
64
JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND

DESIGN CRITERIA
73
SPECIFIC CONDITIONS
DREDGING
90
AND
DESIGN
CRITERIA
SPECIFIC CONDITIONS AND DESIGN

ONSHORE BUILDINGS AND FACILITIES
CRITERIA
SPECIFIC CONDITIONS AND

MECHANICAL INSTALLATIONS
DESIGN
CRITERIA
SPECIFIC CONDITIONS AND

ELECTRICAL INSTALLATIONS,
COMMUNICATION
DESIGN CRITERIA
INSTRUMENTATION

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PART III - APPENDICES
111
APPENDIX A
STANDARDS, CODES AND REGULATIONS
112
APPENDIX B
2006 THROUGHPUTS AND VESSEL ARRIVALS
115
APPENDIX C
SPECIFICATION
CARGO VESSEL
OF
TUGBOAT
AND
HEAVY
118
APPENDIX D
SPECIFICATION OF SELF PROPELLED MODULAR
TRANSPORTER (SPMT)
122
APPENDIX E
DESIGN VESSEL PARTICULARS
125
APPENDIX F
LIST OF ELECTRICAL POWER CONSUMERS
129
APPENDIX G
TIE IN LIST ELECTRICAL
134
APPENDIX H
INSTRUMENTS LIST
136

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Page
1
INTRODUCTION
1.1
General
1.2
Scope summary
1
1
2
DESIGN PHILOSOPHY
1.1
Life Cycle Approach
1.2
International Engineering Standard
1.3
Reference Design
1.4
Operability
1.5
Operational philosophy
2
2
2
2
2
3
FUNCTIONS
2.1.1
General
2.1.2
Marine and Onshore Infrastructure
2.1.3
Mechanical & Piping Works
2.1.4
Electrical and Instrumentation Works
4
4
4
5
5
SITE LOCATION
1.1
Site location
1.2
Reference Point, coordinate system and datum
1.2.1
Reference Point
1.2.2
Coordinate system
1.2.3
Vertical reference level
8
8
9
9
9
9
PORT DEVELOPMENT PHASING AND THROUGHPUT

CAPACITIES
2.1
Port export and import flow diagram
2.2
Port Development Phases I and II
Types of products and throughput capacities
2.3
2.4
Average/maximum vessel size in Port Development
Phase I and II

3.1
General
3.2
Conventions and definitions
3.3
Wind conditions
3.4
Wave conditions outside the harbour
3.4.1
Normal wave conditions
3.4.2
Extreme wave conditions
3.5
Wave conditions inside the harbour
3.5.1
General

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3.5.2
3.5.3
3.5.4
3.6
3.7
3.8
3.9
3.10
4
Harbour output locations

Normal harbour wave conditions
Extreme harbour wave conditions
Seiches / long waves
Water levels
Current conditions
Weather conditions
Sea temperature, salinity and density
23
24
24
25
25
26
27
29
SITE CONDITIONS
4.1
General
4.2
Geology of the region for information only
4.3
Topography and onshore soil profile for information
only
4.4
Bathymetry and cross sectional seabed profile for
information
4.4.1
General
4.4.2
Characteristics offshore subsoil
4.5
Seismic conditions
4.5.1
General
4.5.2
Design earthquake conditions
4.6
Marine growth
4.7
Existing buildings, structures and tie-in points
4.7.1
General
4.7.2
Existing oil sludge basins
4.7.3
Existing outfalls in and near the project area
4.7.4
Existing tie-ins
4.7.5
Offshore buoys
34
34
37
41
41
42
43
43
43
44
44
44
45

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

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6.1
General
6.2
Navigation channel
6.3
Harbour basin
6.4
Aids to Navigation
56
56
56
56
58
BREAKWATER AND REVETMENT DESIGN SPECIFIC

7.1
General
7.2
Overtopping
7.3
Hydrographical conditions
7.4
Design approach and criteria
7.4.1
Design approach
7.4.2
Armour layer stability criteria
7.4.3
Crest width and height based on overtopping
assessment
7.4.4
Under layer and breakwater core design
7.4.5
Toe and berm design
7.4.6
Seawall design
7.4.7
Geotechnical stability
7.4.8
Breakwater testing by 2-D and 3-D physical models
62
62
63
63
63
63

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

DESIGN CRITERIA
9.1
General overview
9.2
Design vessels
9.2.1
Berth 4
9.2.2
Berth 5
9.2.3
Berth 6
9.3
Jetty locations and orientation
9.4
Loading platforms
9.4.1
General requirements for Loading Platforms
9.4.2
Lay-out of the loading platforms
9.4.3
Unloading facilities, pipelines and other associated
equipment
9.4.4
Walkways

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9.4.5
9.4.6
9.4.7
9.4.8
9.4.9
9.4.10
9.4.11
9.5
9.5.1
9.5.2
9.5.3
9.5.4
9.5.5
9.5.6
9.6
9.6.1
9.6.2
9.6.3
9.6.4
9.6.5
9.6.6
9.6.7
9.7
9.7.1
9.7.2
9.7.3
9.7.4
9.8
9.8.1
9.8.2
9.8.3
9.9
9.9.1
9.9.2
9.9.3
9.10
10
11
Drainage
Berth control booth
Vessel access structure (VAS)
Area lighting
Safety equipment
Security equipment
Edge protection
Access trestle
General requirements
Roadway
Pipe bridge
Area lighting
Safety equipment
Security equipment
Mooring facilities
Lay-out of mooring facilities
Mooring dolphins
Breasting dolphins
Walkways
Area lighting
Berth systems
Specific requirements - Berth no. 4
General
Criteria for Port Development Phase I
Loading Arms
Mooring layout
Specific requirements Berth no. 5
General
Loading Arms
Mooring layout
General
Loading Arms
Mooring layout
Design approach
SPECIFIC CONDITIONS
DREDGING
AND
DESIGN
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SPECIFIC CONDITIONS AND DESIGN

ONSHORE BUILDINGS AND FACILITIES
11.1
General
11.2
Buildings and facilities
11.3
Access roads
11.4
Security gates and fencing
11.5
Sewage system
CRITERIA
76
77
77
77
77
77
78
78
78
78
79
79
79
80
80
80
81
81
82
83
84
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11.6
11.7
12
13
Buildings and facilities during harbour construction

works
Site preparation
SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR

12.1
General
12.2
Product throughput capacities
12.3
Main product specifications
12.4
Product pipeline systems
12.4.1
General
12.4.2
Pipelines in Port Development Phase I
12.4.3
Pipelines in Port Development Phase II
12.5
Loading arms
12.6
Existing and required pump capacities
12.7
Pipe insulation and heat tracing
12.8
Tie-in point
12.9
Vapour control
12.10
Emergency shutdown system
12.11
Fire Fighting
12.12
Drainage control and spill confinement on the marine
jetties
12.13
Piping based utility systems
12.14
Trestle slope gradient
95
96
97
97
97
98
98
98
99
99
99
100
100
100
101
101
101
102
102
103
SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR

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

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111
APPENDIX A
112
APPENDIX B
115
APPENDIX C
SPECIFICATION
CARGO VESSEL
OF
TUGBOAT
AND
HEAVY
118
APPENDIX D
SPECIFICATION OF SELF PROPELLED MODULAR
TRANSPORTER (SPMT)
122
APPENDIX E
125
APPENDIX F
129
APPENDIX G
134
APPENDIX H
INSTRUMENTS LIST
136

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INTRODUCTION
1.1
General
This document describes the Performance Specification and the Design
Criteria for the Works of the new Azzawiya Oil Harbour. It comprises specific
conditions and criteria related to the various harbour design elements, such
as the breakwaters, jetties, quay walls and M&E facilities. Moreover, this
document forms the basis for the Contractor to design, procure and execute
the Works. The Bid Designs by the pre-qualified Contractors and the
subsequent detailed design by the selected Contractor shall fully comply with
but will not be limited to the specifications and criteria as set in this
document.
This document provides:
1. A description of the general environmental and preliminary site
conditions as well as an interpretation of the preliminary site
conditions.;
2. An inventory of functional scheme requirements, based on
international standards, international common practice and specific
Owners Requirements (including requirements stated in the Contract
Scope of Work);
3. An overview of technical design criteria, based on international
standards, to be used as minimum requirements during the EPC
Works.
A project description, the extended Scope of Work as well as other
information to the Works are described in Exhibit A of the Owners
Requirements.
The Definition Drawings referred to in this document are included in Exhibit D
and are provided for Tendering purposes only. The extent of the works will
not necessarily be limited to that shown on the Definition Drawings.
The relation of this document to the complete set of Bid Documents is given
below:
BID DOCUMENTS AZZAWIYA OIL HARBOUR:
VOLUME I - INVITATION TO BIDDER
VOLUME II - OWNER'S REQUIREMENTS
Exhibit A Scope of Works
Exhibit B Compensation of Payment
Exhibit C1 Performance Specifications and Design Criteria (this
document)
Exhibit C2 Technical Data and Specifications
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Exhibit D
Exhibit E
Exhibit F
Exhibit G
Definition Drawings
Contract Program and Execution Plan
Coordination Procedures
Guide to Safety Regulations in the ARC Refinery Facilities
VOLUME III - SITE INFORMATION
1.2
Scope summary
In general, the project comprises the Engineering, Procurement and
Construction of the new harbour at Azzawiya, including (but not limited to)
the following:
Main and lee breakwaters;

Harbour revetments;
Three fully operational product jetties, connected to the shore with an
approach trestle;
Quay structures;
Onshore and offshore infrastructure (including roads and pipe lanes);
Dredging and Reclamation;
Navigational aids;
Mechanical and Electrical facilities for the transfer of products from the
vessels to the tank farm, including all connections to the existing
facilities and the implementation of the complete operation of the
jetties in the existing operational systems;
Port buildings:
Port fire fighting system
Health, safety, security and environment.
Exhibit A of the Owners Requirements describes the Scope of work in detail

and the phased construction of the Work due to Owner operational
requirements.
The EPC contract comprises all aspects required to implement a fully
operational harbour and shall include all Civil, Structural, Mechanical and
Electrical Installations or Elements

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DESIGN PHILOSOPHY
1.1
Life Cycle Approach

The detailed design shall strive towards providing the Owner with the most
economic solutions from a life-cycle cost approach, including not only initial
investment (CAPEX) but also operational and maintenance costs (OPEX).
1.2
International Engineering Standard

The design work shall strive towards providing the Owner with solutions that
align with international design, engineering, fabrication, construction,
inspection, testing and commissioning standards and ensure that future port
operations will be up to international standard.
1.3
Reference Design
The main purpose of the Reference Design is to provide a general
impression of the required facilities to the bidders. It is emphasised that the
contractor may propose variants and alternative designs. The Contractor
shall take over full design responsibility and shall verify, update, revise and
detail the design. Any flaws, shortcomings and discrepancies in the
Reference Design shall not release the Contractor from these obligations and
shall not lead to claims.
The design shall cover all the Owners Requirements as set in the Bid
Documents, in order to provide a fully operational harbour and shall be in
accordance with the design codes, standards and regulations including all
applicable Health, Safety, Security and Environmental (HSSE) regulations.
1.4
Operability
The layout of the harbour and the marine facilities is designed to ensure safe
and economic marine operations and to minimise downtime taking into
account the preferences of the Owner, prevailing environmental conditions,
design vessel characteristics, operational requirements and HSSE
requirements specific to the oil and gas industry.
The layout of the harbour as well as the location of the facilities are firmly
defined by the Owners Consultant and may only be changed on a small level
as required by the final design and agreed with the Owners Consultant.
An assessment of the vessel downtime shall be carried out by the Contractor,
based on 3D physical model testing of wave penetration within the harbour
and vessel behaviour at each of the Berths.
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1.5
Operational philosophy
The following general operational philosophy for import and export of
products applies at Azzawiya Oil Harbour. Pre-loading operations such as
manoeuvring, de-ballasting, etc. are not taken into account. The presented
philosophy is based upon flushing of pipelines, when the product being
transported in a pipeline changes.
Export:
1.
2.
3.
4.
Establish ship/shore telecommunication;

Go through international recognised ship/shore checklist;
Connect marine loading arm;
Clear pipe route from storage tank via the export line to the vessel
in question;
5. Commence pumping;
6. Stop pumping when agreed cargo batch is loaded;
7. Close export master valve;
8. Start draining loading platform facilities downstream of the export
master valve including marine loading arm;
9. Purge with nitrogen (N2);
10. Disconnect marine loading arm;
11. Record quantity that is exported.
Import:
1.
2.
3.
4.
Establish ship/shore telecommunication;

Go through international recognised ship/shore checklist;
Connect marine loading arm;
Clear pipe route from vessel via the import line to the reception
tank in question;
5. Commence pumping;
6. Stop pumping when agreed cargo batch is unloaded;
7. Close import master valve;
8. Start draining loading platform facilities downstream of the import
master valve including marine loading arm;
9. Purge with nitrogen (N2);
10. Disconnect marine loading arm;
11. Record quantity that is imported;

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FUNCTIONS
2.1.1
General
The ultimate functioning of the Azzawiya Oil Harbour as a modern, reliable
and safe oil harbour, should be the primary focus in the design, supply,
installation, construction, monitoring, testing, inspection, commissioning and
quality assurance procedures for the duration of the Contract and
maintenance period of the EPC Contract Works.
2.1.2
Marine and Onshore Infrastructure

The main and lee breakwaters are required to provide the port with a calm
internal wave climate to allow vessels safe mooring, berthing and cargo
handling operations, with limited downtime at the Berths and limited
maintenance as specified in the Design Criteria. The breakwaters shall
support navigational lights and the main breakwater shall also support an
inspection road over its full length.
The harbour revetment/dissipating beach shall provide a stable slope
protection for the onshore harbour area and contribute to a calm internal
harbour wave climate by reducing the reflection of waves.
The jetties are required to provide safe berthing, mooring and cargo handling
operations for the product vessels specified in the Design Criteria, including
all facilities necessary for cargo transfer.
The access trestle is required to provide access from the landside to the
product jetties for piping, electric cabling, pedestrians, vehicles, etc. as
specified in the Design Criteria and as detailed on the Definition Drawings.
The quays of Berth 7 are required to provide for save berthing and mooring
of tugboats, launches, work barges and bunkering tankers. The quays of
Berth 8 are required to provide safe mooring and berthing of heavy cargo
vessels for unloading refinery equipment/material for the Refinery Revamp
Project.
All quays, berths and jetties shall be equipped with port furniture such as
access and emergency ladders, fenders, bollards, lighting, etc. as specified
in the Design Criteria and as detailed on the Definition Drawings.
The berth pockets, harbour basin, turning circle and approach channel are
required to provide for safe entry, exit, manoeuvring and berthing of all
vessels. Depths and sizes of the required areas for each element are
specified in the Design Criteria and as detailed on the Definition Drawings.
The onshore port area is required to provide the reclamation levels, defined
areas and space reservation for all the landside infrastructure. This will
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include but not be limited to the port buildings, structures, roads (vehicles and
pedestrians), parking spaces, fencing, pipe racks/ducts, service utilities, etc.
as specified in the Design Criteria and as detailed on the Definition Drawings.
The port and harbour lighting is required to provide sufficient illumination of
the relevant areas as specified in the Design Criteria and at the locations as
detailed on the Definition Drawings.
The sewage system is required to provide a sewage connection from the
relevant port buildings to the main refinery sewage system, as specified in
the Design Criteria and as detailed on the Definition Drawings.
The fencing system is required to protect the harbour from trespass by
unauthorised persons, but should provide for safe access to authorised
vehicles and people.
The aids to navigation are required to provide guidance on pilotage to and
from, as well as within the harbour. They shall be in accordance with the
IALA standard system and located as detailed on the Definition Drawings.
The harbour administration building, the fire station/foam station, the
workshop, the switchgear buildings and the gatehouse are required to
provide a comfortable safe and secure working environment for the user(s).
2.1.3
Mechanical & Piping Works

All pipelines, valves, pumps, marine loading arms, instrumentation, tanks,
etc. are required to provide safe and secure transport of products including
crude oil, white products, base oil, fire fighting and utility products between
the Berths and the tie in points during operation conditions, all as specified in
the Design Criteria and/or as detailed on the Definition Drawings.
2.1.4
Electrical and Instrumentation Works

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

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A new ESD system, connected to the existing ESD system, is required to

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

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SITE LOCATION
1.1
Site location
The ARC is located approximately 50 km to the West of Tripoli. The ARC is
currently equipped with three offshore buoys (SBM1, CBM2 and SBM3)
which are connected to the shore by submerged pipelines. These pipelines
come together at the refinery tie-in point and from this tie-in point the
pipelines proceed further onto the refinery and tankage areas.
The future harbour area is located to the east of the existing CBM2 (point E)
and its pipelines (see Figure 1-1). The onshore area is bound to the west by
the existing pipelines from SBM1 and CBM2 to the tie-in point. The eastern
project boundary lies approximately 620m eastward of the current ARC
boundary fence (i.e. line C-D in Figure 1-1). The longitudinal distance
between Reference Point A and the eastern boundary is approximately
1700m. The onshore area extends to the south as far as the slope leading to
road no. 4 along the tank farm, a distance of approximately 240m.
Figure 1-1. Site location of the Azzawiya Oil Harbour

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1.2
Reference Point, coordinate system and datum
1.2.1
Reference Point
The location of the crossing of the pipelines to SBM1 and CBM2 is taken as
the Reference Point of the Site. This Reference Point is also called Location
A or Reference Point A.
The coordinates of the Reference Point A, as given exactly in official ARC
drawings, are given with respect to the National Grid Coordinates:
(XA ; YA) = (E 284,970.33; N 3,630,838.55)1
1.2.2
Coordinate system
The National Grid Coordinates shall be used by the Contractor. The
Contractor shall also use the National Grid Coordinates when producing
detailed drawings and for setting out the Works.
The above National Grid Coordinates are not the same as the internationally
used Universal Transverse Mercator (UTM) Coordinates. UTM coordinates
can be converted to geographic coordinates. A conversion between the
National Grid Coordinates and the UTM/geographic coordinates shall be
established by the SI Contractor. These results shall be made available to
the Contractor during the Bid Period in a Addendum.
1.2.3
Vertical reference level

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

coordinates in the Owners Requirements and via versa.

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PORT DEVELOPMENT PHASING AND THROUGHPUT CAPACITIES
2.1
Port export and import flow diagram

The existing port facilities serve the throughput of products for not only the
ARC but also for the Brega Petroleum Marketing Company (BMC) and the
Repsol Oil Operations Company (ROO), which are located in the vicinity of
the ARC. In Figure 2-1 the export and import via the existing offshore buoys
to the three companies is illustrated. In Figure 2-2 the export and import flows
in the future harbour, as proposed by ARC, is illustrated.
SBM1:
CBM2:
SBM3:
White
products
White products & base

oil
Crude oil &

Black products
E
I
ARC operating marine facilities

E
BMC:
ROO:
White products
Crude oil
E = Export and I = Import
Figure 2-1. Export/Import flow between the existing port facilities and ARC,
BMC and ROO
Berth 4:
Berth 5:
Berth 6:
White products,
LPG, asphalt
Black & white

products + base oil
Crude oil & black

products
ARC operating marine facilities

E
I
I
BMC:
ROO:
White products
Crude oil
E = Export and I = Import
Figure 2-2. Export/Import flow between the future port facilities and ARC, BMC
and ROO
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2.2
Port Development Phases I and II

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

decrease);
The type of products to be handled shall change;
Some cargo flows will change from import to export and vice versa;
Additional port services are envisaged to be implemented (such as
ballast water treatment and bunkering).
Port Development Phase II will be required to incorporate both stages of the

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

Phase I
Phase II
Revamp I
Existing
Port
Functions
Revamp II
Figure 2-3. Port development phases
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2.3
Types of products and throughput capacities

For Port Development Phase I and II (the latter including Refinery Revamp I
and II), the type of products to be exported and/or imported and their
throughput capacities are listed in Table 2-1.
It is noted that this table reflects the projected transports as indicated by the
Owner, which provides insight in the operational plans the Owner has.
However, the Contractors final design should be flexible enough for all
products to be both imported and/or exported in case future product
transports are different from the type of product transports indicated in Table
2-1.
No
product
1
2
Crude Oil
Heavy Fuel Oil
3
4
5
6
7
8
9
White products:
Gasoil
SRN
Kerosene
Light naphtha
Gasoline
PY GAS
MTBE
Quantities (*1000 ) metric tonnage/year

Existing
after revamp
after revamp
situation
phase I
phase II
export import
export import
export import
7,000
5,500
18,000 5,500
18,000
5,500
800
600
700
350
650
700
7.5
500
150
450
600
150
200
150
450
650
1,100
10
11
12
Base Oil
50
150
150
Reduced Crude
200
200
200
LPG
250
250
Bunker fuel &
13
400
400
bunker gas oil
14 Asphalt
80
80
Table 2-1
Existing and future throughput capacities as provided by ARC
In addition to the import and export of the products indicated in Table 2-1,
another product transport to be considered is ballast water, which is planned
in Port Development Phase II.
This throughput can be either import or export depending on the loading or
unloading of vessels at the berths. Other required pipelines are detailed in
paragraph 12.4.2 and 12.4.3.

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

The existing average vessel or batch size is determined from the actual
throughputs and vessel arrivals in 2006 as provided by the Owner (see
Appendix B). The maximum vessel size is also provided by the Owner. The
average and maximum vessel sizes required in Port Development Phase I
are presented in Table 2-2.
Average vessel size
(DWT)
92,500
Average/maximum vessel size per

product group (DWT)
92,500/170,000
Fuel oil
Reduced crude
Bunker fuel oil
25,000
35,000
-
30,000/75,000
Gasoil
SRN
Kerosene
Gasoline
PY GAS
MTBE
22,500
20,000
16,500
22,000
8,500
7,500
20,000/35,000
Product
Crude oil
Base oil
Table 2-2
9,000
9,000/16,000
Average and maximum vessel size in Port Development Phase I
per product and product group
The future vessel sizes are deduced from the existing vessel sizes and
information provided by the Owner. The average and maximum vessel sizes
required in Port Development Phase II are presented in Table 2-3.
Average vessel size
(DWT))
95,000
Average/maximum vessel size per

product group (DWT)
95,000/170,000
Fuel oil
Reduced crude
Bunker fuel oil
25,000
35,000
20,000
25,000/75,000
Gasoil
SRN
Kerosene
Gasoline
PY GAS
MTBE
22,500
Product
Crude oil
16,500
20,000/35,000
22,000
Base oil
9,000
9,000/16,000
LPG
15,000
15,000/30,000
Asphalt
Table 2-3
5,000
5,000/10,000
Average and maximum vessel size in Port Development Phase II
per product and product group

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3.1
General
The following sections only provide a summary of the hydrographical and
meteorological conditions as determined for the Project. For the detailed
design, further detailed information shall be obtained from reports and agreed
with the Engineer as indicated in each of the relevant section following.
3.2
Conventions and definitions

All parameters have units in accordance with the international SI conventions
except where explicitly stated.
The wind, wave and current directions are given according to the nautical
convention. For wind and waves they refer to the direction in degrees from
which they are coming, measured clockwise with respect to true North. For
currents they refer to the direction in degrees to which the current flows,
measured clockwise with respect to true North.
3.3
Wind conditions
As well as being required for the calculation of wind loads on all structures,
the wind conditions are of interest for the wave propagation from offshore to
nearshore locations.
The probabilities of occurrence of wind speed per directional sector are
presented in Table 3-1. The mean hourly wind speed at a height of 10m (U10)
is considered. The corresponding wind rose is presented in Figure 3-1.
Table 3-1. Occurrence probability (%) of wind speeds per directional sector

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Figure 3-1. Wind rose offshore Azzawiya
3.4
Wave conditions outside the harbour

The offshore wave conditions are used as input for the wave propagation to
nearshore locations. Normal wave conditions have a return period of up to 1
year whereas extreme wave conditions have a return period larger than 1
year.
3.4.1
Normal wave conditions

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

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23 June 2009
Figure 3-2. Offshore wave rose for Azzawiya
Nearshore wave conditions

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

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Figure 3-3. Nearshore output locations and modelled bathymetry

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

the nearshore wave conditions:
Wave height Hm0 = 0.75, 1.75, 2.75, 3.75, 4.75, 5.75 and 8.5 m;
Wave steepness s = (Hm0/(1.56*Tp2) = 0.01, 0.025, 0.04;
Wave direction = 15, 45, 105, 255, 285, 315 and 345 N.
The nearshore wave climate is presented in joint probability tables and in the
following wave roses for output locations L1 to L6 (Figures 3.4 to 3.9).
Very little difference in wave conditions was observed at the output locations
L3 and L6, due to the pattern of the depth contours along the coast.

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

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3.4.2
Extreme wave conditions

Offshore wave conditions
The 1/10 and 1/100 year offshore extreme wave conditions for Azzawiya are
presented in Table 3-3.
Offshore
Return period = 10 years
direction (N)
Hs (m)
Tp (s)
Hs (m)
Tp (s)
270
7
11.9
9.4
13.8
300
7
11.9
9.4
13.8
330
7
11.9
9.4
13.8
0
7
11.9
9.4
13.8
22.5
5.9
10.9
7.7
12.5
45
4.1
9.1
5.3
10.3
67.5
3.0
7.9
3.8
8.8
Table 3-3. Extreme offshore wave conditions for Azzawiya
Nearshore wave conditions

The nearshore extreme wave conditions at the output locations (see Figure
3-3) are tabulated below.
Offshore
direction
Hs
Hm0
Tm-1,0
Dir.
Hs
Hm0
Tm-1,0
Dir.
(N)
(m)
(s)
(s)
(N)
(m)
(s)
(s)
(N)
270
3.87
3.89
9.0
311
5.21
5.16
10.7
316
300
5.61
5.53
9.7
325
7.56
7.31
11.6
329
330
6.32
6.18
10.2
342
8.53
8.18
12.1
344
0
6.33
6.19
10.4
2
8.56
8.21
12.3
2
22.5
5.33
5.27
9.4
19
7.10
6.90
10.9
18
45
3.61
3.63
7.8
34
4.64
4.62
8.8
33
67.5
2.62
2.66
6.7
48
3.23
3.27
7.3
47
Table 3-4. Nearshore extreme wave conditions for depth of CD - 24 m
Offshore
direction
Hs
Hm0
Tm-1,0
Dir.
Hs
Hm0
Tm-1,0
Dir.
(N)
(m)
(s)
(s)
(N)
(m)
(s)
(s)
(N)
270
3.98
3.96
9.2
313
5.46
5.35
11.1
318
300
5.83
5.68
9.9
326
7.92
7.56
11.8
330
330
6.48
6.27
10.3
342
8.71
8.25
12.2
345
0
6.39
6.19
10.4
2
8.63
8.19
12.4
2
22.5
5.30
5.20
9.5
18
7.11
6.84
11.0
17
45
3.52
3.53
7.7
33
4.53
4.48
8.7
31
67.5
2.55
2.59
6.6
47
3.15
3.17
7.3
45

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Offshore
direction
Hs
Hm0
Tm-1,0
Dir.
Hs
Hm0
Tm-1,0
Dir.
(N)
(m)
(s)
(s)
(N)
(m)
(s)
(s)
(N)
270
4.03
3.94
9.6
317
5.72
5.46
11.5
322
300
6.23
5.91
10.2
330
8.28
7.78
12.3
334
330
7.00
6.59
10.6
343
8.77
8.27
12.7
346
0
6.71
6.34
10.6
1
8.60
8.09
12.7
1
22.5
5.43
5.20
9.5
15
7.25
6.82
11.1
14
45
3.52
3.47
7.8
30
4.57
4.44
8.8
28
67.5
2.50
2.51
6.7
43
3.12
3.10
7.3
41
Offshore
direction
Hs
Hm0
Tm-1,0
Dir.
Hs
Hm0
Tm-1,0
Dir.
(N)
(m)
(s)
(s)
(N)
(m)
(s)
(s)
(N)
270
3.70
9.9
321
5.23
12.0
325
3.86
5.58
300
5.74
10.7
332
6.94
12.8
335
6.07
7.28
330
6.35
11.1
343
7.34
13.2
345
6.67
7.70
0
6.24
11.1
358
7.42
13.1
359
6.56
7.79
22.5
5.30
9.8
12
6.41
11.5
11
5.64
6.74
45
3.51
8.0
27
4.52
9.0
25
3.65
4.79
67.5
2.46
6.8
39
3.07
7.5
37
2.49
3.16
Offshore
direction
Hs
Hm0
Tm-1,0
Dir.
Hs
Hm0
Tm-1,0
Dir.
(N)
(m)
(s)
(s)
(N)
(m)
(s)
(s)
(N)
270
2.98
9.8
332
3.92
12.2
336
3.22
4.23
300
4.10
11.1
342
4.49
13.2
343
4.39
4.81
330
4.23
11.4
250
4.65
13.2
352
4.53
4.98
0
4.21
11.4
2
4.70
13.4
3
4.51
5.03
22.5
4.00
10.3
9
4.37
12.9
9
4.30
4.68
45
3.19
8.3
21
3.81
9.5
19
3.46
4.12
67.5
2.35
7.0
31
2.88
7.9
29
2.48
3.09
3.5
Wave conditions inside the harbour
3.5.1
General
Waves near the entrance of the harbour will penetrate into the port areas
around the breakwater heads. This induces dissipation of wave energy and
hence smaller wave conditions inside the harbour.

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3.5.2
Harbour output locations

The wave conditions are determined for the main harbour output locations as
presented in Table 3-9 and Figure 3-10. These locations correspond to the
various port areas within the harbour.
Type of
structure
Jetties
Approach
trestle
Quay walls
Revetment
Location
Output
no.
Jetty 4
Jetty 5
Jetty 6
Trestle 1
Trestle 2
Quay wall 1
Quay wall 2
Revetment
Revetment
1
2
3
4
5
6
7
8
9
X (m)
285,524
285,853
286,250
285,398
285,642
286,165
286,275
285,950
285,500
Distances w.r.t.
Reference Point A
Y (m)
X (m)
285.45
553.67
615.45
882.67
725.45
1279.67
155.45
427.67
606.45
671.67
46.45
1194.67
161.45
1304.67
61.45
979.67
61.45
529.67
286,580
471.45
Coordinates
Y (m)
3,631,124
3,631,453
3,631,564
3,630,993
3,631,445
3,630,885
3,631,000
3,630,900
3,630,900
Lee
Head
10
3,631,310
breakwater
Table 3-9. Harbour output locations
1609.67
Figure 3-10. Harbour output locations

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3.5.3
Normal harbour wave conditions

The normal harbour wave conditions shall be used for downtime assessment
at the product Berths (output locations 1, 2 and 3).
3.5.4
Extreme harbour wave conditions

Port Development Phase II (entire harbour layout)
The critical 1/10 and 1/100 year wave conditions inside the entire harbour
(after completion of Port Development Phase II as presented in Figure 3-10)
are presented in Table 3-10.
Harbour
Rt = 10 years
Rt = 100 years
location
Hs (m)
Tm-1,0 (s)
()
Hs (m)
Tm-1,0 (s)
()
1
1.18
5.0
60
1.34
5.1
60
2
1.33
5.8
90
1.57
6.3
90
3
1.38
5.2
85
1.56
5.4
85
4
1.25
5.5
60
1.40
5.3
60
5
1.00
4.5
90
1.25
5.0
90
6
1.85
8.0
10
2.05
8.0
10
7
3.08
9.1
20
3.79
10.4
20
8
1.43
6.2
30
1.69
6.4
30
9
1.30
5.3
30
1.48
5.5
30
10
3.79
10.1
25
4.97
11.1
25
Table 3-10. 1/10 and 1/100 year wave conditions inside the harbour
Port Development Phase I

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

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Offshore direction ()
300
330
0
22.5
45
67.5
Hs,i (m)
5.96
6.65
6.50
5.34
3.52
2.53
Tm-1,0 (s)
10.0
10.4
10.5
9.48
7.75
6.63
i ()
327.4
342.6
358.6
16.8
32.1
45.6
KD
0.61
0.73
0.84
0.93
-*
-*
Hs,4 (m)
3.64
4.85
5.46
4.97
3.52
2.53
* No diffraction applicable
Table 3-11. 1/10 year wave conditions at Berth 4
3.6
Seiches / long waves

Seiches are long period standing waves, which can occur in closed
(resonance sensitive) basins. The Mediterranean Sea is almost an enclosed
basin and seiches may occur.
In the area between the coast of Sicily and the coast near Tripoli, long waves
(or seiches) have been recorded in the past. The period of these long waves
can vary between 10 40 minutes. These long waves are also known as
Marrobbio and may raise the sea level by 0.6 to 0.9 m.
3.7
Water levels
Astronomical tide
The reference level is Chart Datum, which shall for the purposes of design
and construction be equivalent to the Lowest Astronomical Tide. The water
levels for the Harbour are as follows:
Highest Astronomical Tide (HAT)

Mean High Water Spring (MHWS)
Mean High Water Neap (MHWN)
Mean Sea Level (MSL)
Mean Low Water Neap (MLWN)
Mean Low Water Spring (MLWS)
Lowest Astronomical tide (LAT)
= CD + 0.6 m
= CD + 0.5 m
= CD + 0.4 m
= CD + 0.3 m
= CD + 0.2 m
= CD + 0.1 m
= CD + 0.0 m
Storm surge
The maximum and minimum storm surge during the design storm are 0.9m
and 0.3m respectively, with a return period of 100 years.
Seasonal variation
The average seasonal drop in water level, during the winter months, shall be
taken as 0.2m.
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Sea level rise

The Intergovernmental Panel of Climate Change (IPCC) predicts a sea level
rise of about 0.6 m over the next century. For this Project, a sea level rise of
0.3m for the 50 year design life shall be adopted.
Maximum and minimum design water level
For the maximum design water level, the following shall be considered:
The extreme wave conditions (from NW to N) can occur at any phase

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

winter months when there is a seasonal water level drop of 0.2 m;
Extreme wave conditions are caused by storms coming from a

direction ranging from Northwest to North. It is thus expected that a
combination of extreme wave heights and extreme storm surge is
highly probable.
This results of the maximum and minimum design water level to be applied
for the design of the marine structures are presented in Table 3-12.
Maximum
Water Level
+ 0.5m CD (MHWS)
Storm surge
+ 0.9m
Seasonal variation
- 0.2m
Sea level rise
+ 0.3m
Design water level
+ 1.5m CD
Table 3-12. Maximum and minimum design water level
3.8
Minimum
+ 0.1m CD (MLWS)
+ 0.3m
- 0.2m
N/A
+ 0.2m CD
Current conditions
At Azzawiya, the differences in tidal levels are small and the tidal currents are
slow. The predominant current direction is East-West or West-East currents
ebb and flow. For the purposes of design the maximum current velocity shall
be taken as 0.25 m/s and current velocities inside the harbour are deemed to
be negligible.

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23 June 2009
Weather conditions
Libya is generally characterised by low annual rainfall, moderate winters and
hot summers. For weather conditions in Azzawiya the conditions for Tripoli
may be used. The average annual conditions for temperature, humidity and
rainfall are listed in Table 3-13 and illustrated in Figure 3-11, refer to
www.bbc.co.uk/weather/world/country_guides/results).

Final Report
Wet Days
(+0.25 mm)
Jan
5
8
16
1
28
68 59
Feb
6
9
17
3
33
71 60
March
6
11
19
4
38
65 57
April
7
14
22
6
41
62 57
May
8
16
24
6
43 Moderate 58 62
June
10
19
27
10 44
Medium
57 70
July
11
22
29
16 46
High
54 72
Aug
11
22
30
17 44
High
72 69
Sept
8
22
29
15 45
Medium
67 67
Oct
7
18
27
10 41
Medium
65 59
Nov
5
14
23
6
36
66 53
Dec
5
9
18
1
30
65 55
Table 3-13. Average annual weather conditions for Azzawiya
Average
rainfall
(mm)
pm
Relative
humidity
am
Discomfort
from heat
and
humidity
Max
Min
Max
Temperature
Average Record
Min
Average
sunlight
(hours)
Figure 3-11 shows the yearly average weather records including rainfall,
average maximum daily temperature and average minimum temperature for
the city of Tripoli.
Month
3.9
81
46
28
10
5
3
0
0
10
41
66
94
11
7
5
2
3
1
0.2
0.3
2
5
7
11
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23 June 2009
Figure 3-11. Average annual rainfall and temperature
In Table 3-14 the average annual conditions for air pressure, cloud amount
and fog are presented, refer to Mediterranean Pilot Volume V; 1976.
Average air pressure Average cloud amount (oktas)
at MSL (mbar)
am
pm
Jan
1018
4
4
Feb
1018
3
3
March
1016
2
2
April
1014
2
2
May
1015
2
1
June
1015
1
1
July
1015
1
1
Aug
1015
1
1
Sept
1016
1
1
Oct
1017
2
1
Nov
1017
3
2
Dec
1018
4
3
Table 3-14. Average annual air pressure, cloud amount and fog
Month

Final Report
No. of days
with fog
1
1
1
Rare
1
1
2
1
Rare
1
Rare
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3.10
Sea temperature, salinity and density

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

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SITE CONDITIONS
4.1
General
This section summarises the typical local site conditions, including the
following aspects:
Geology of the region

Topography
Onshore soil profile
Bathymetry and offshore profile
Seismic conditions;
Marine growth;
Existing buildings and structures.
for information only (see below);

Note regarding geology, topography, bathymetry, soil profiles and soil

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

Quay wall design and foundations
Jetty design and foundations
Mooring and breasting dolphin design
Dredging requirements and quantities
Etc.
Considering the limitations regarding the available information, only a typical

soil profile is provided, which was used during the Reference Design process
and was assumed as being applicable all over the proposed harbour site.
4.2
Geology of the region for information only

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

- The on-land deposits cover the small narrow area between the
refinery and the shoreline. These deposits are Aeolian in origin and
comprise of silts and sands, principally beach sand with some shell
and coral fragments;
- The off-shore deposits which make up the sea bed consist of
moderately dense to dense calcareous sand and areas with
organic sandy clay, claying sand and some organic material;
Gargaresh Formation (Pleistocene) overlying the Jiffarah Formation:
- The Gargaresh Formation is characterised by two faces: dune
bedded very weak to moderately strong calcareous sandstone and
calcarenites and shelly conglomerates with sands. The upper zone
is weathered, while below the weathered zone numerous solution
pipes and cavities are encountered;
Jiffarah Formation (Pleistocene):
- The Jiffarah Formation consists mainly of fine sand and silt.

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23 June 2009
Figure 4-1. Geology of the region
4.3
Topography and onshore soil profile for information only

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

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23 June 2009
Figure 4-2. Topography of onshore harbour area used for the Reference
Design
Information from 8 previous boreholes, within the onshore project area is

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

** Man made ground, clayey sand
Table 4-1. Soil data from onshore boreholes

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From the available data it is concluded that the upper layer comprises a sand
layer of between 0.4m and 0.6m in depth. However, in BH 4 a 1.2m thick
layer of sand is noted. It is believed that this area has been filled by previous
works to this additional depth to raise the finished level. Then, there is a
sandstone layer with a thickness ranging from 20.0 to 25.0m. This is followed
by a sand layer with a thickness ranging from 1.5 to 3.0m. In the results from
BH 1 and BH3 it can be seen that a sandstone layer of between 0.8m and
3.5m is present. Below the base of the boreholes it is assumed that sand
belonging to the Jiffarah Formation is present as was encountered at the
offshore borehole locations (see details in Clause 4.4 below).
4.4
Bathymetry and cross sectional seabed profile for information
4.4.1
General
Bathymetric information is available for the proposed location of the
Azzawiya Oil Harbour Project and the area north of the small craft harbour,
as both areas have been surveyed in the past. However, it is considered that
the details provided are of insufficient reliability or have areas of incomplete
data.
At the actual shore line a modest vertical drop may be present (cliffs) of
approximately 1 to 8m, as detailed in the previous topographical surveys.
Along the east-west coastline, it can be seen that a fairly constant, gradually
sloping seabed of 1 is present from previous surveys and at about 1100 to
1200m offshore, a seabed level of approximately -20m CD is present, with
the depth contours running approximately parallel to the coast.
For an indication of the offshore soil profile, three sources are used:
1. Borehole logs (7) taken at the old harbour location, extending to a
level of approximately 40 metres below sea level, including results of
limited laboratory tests (sieve analysis, triaxial tests, Atterbergs limits);
2. Soil samples taken during the site visit in 2007 at 10 offshore
locations;
3. Two sea bottom profiles with trial pits extending over the upper few
meters, located along the pipelines to SBM1 and CBM2.
Item 1 above, gives a good estimation of the general composition of the
subsoil. This is detailed in Figure 4-3 and summarised in Table 4-2.

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23 June 2009
Figure 4-3. Bathymetry and offshore profile at old harbour location

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

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23 June 2009
The results of the soil samples, which were taken during the site visit in April
2007, are presented in Table 4-3. The locations where the samples were
taken are shown in Figure 4-4.
Location
D50 (mm)
Silt fraction <

63 m (%)
Nil
Nil
Nil
Nil
Nil
5-10
Nil
Nil
Nil
1
0.25
2
0.35
3
0.30
4
0.22
5
0.24
6
0.15
7
0.28
8
0.20
9
0.23
Small craft
0.30
Nil
harbour
Table 4-3. Characteristics of seabed samples
Shell
fragments (%)
5-10
0-5
0-5
0-5
0-5
0-5
0-5
0-5
0-5
Water depth
(m below MSL)
18
12
11
10
10
9
10
8
12
5-10
beach
In general, the off shore subsoil consist of:
Holocene deposits consisting of sand layers and sandy clay layers;

Calcareous sandstone forming the Gargaresh Formation;
Silty sand forming the Jiffarah Formation.
As indicated in Figure 4-3, the Holocene deposits are of varying thickness up

to approximately15 m. The third source (soil profiles along the pipelines to
SBM1 and CBM2) however indicates a smaller sand layer with a thickness of
only a few metres, on top of soil which was described in the report as partially
cemented sand. This is now assumed to be the top side of the sandstone
layer.
1
2
Sea side
Figure 4-4. Locations of seabed samples

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The bathymetry / cross sectional profile at the old harbour location and the
seabed profiles along the pipelines to the buoys are combined into one
assumed / illustrative typical soil profile, which was used for the Reference
Design.
From the above, it is clear that this is only a very rough estimate, and as
indicated before, extensive Site Investigations on the proposed project
location are required to determine the actual bathymetry and soil profile.
The assumed bathymetry is presented in Figure 4-5. It shall be noted that
cliffs may be present along the shoreline and rocky outcrops / calcareous
sandstone protrusions may be present within the boundaries of the site.
Another important aspect is that the upper (Holocene) layer may in fact
consist of both sand and clay layers and may have a thickness which can
varies significantly from 0 to approximately 15 metres.
Figure 4-5. General bathymetry and offshore soil profile used in the Reference
Design
4.4.2

The soil characteristics presented here are based on previous site
investigations near the small craft harbour.
Holocene sand layer
The upper seabed layer (Holocene deposits) comprises of fine grained
medium dense to dense calcareous sand with shell fragments and caliche.
Medium dense to dense packed sand occurs closer to the shore while dense
packed sand occurs further offshore. Characteristics of the sand are
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23 June 2009
Parameter
Grading
Range
+/-10% gravely sand
73% sand
+/-17% silty sand
SPT-(N)- values
22 91
Specific gravity [kN/m3]
26.3 26.7
Angle of friction []
(35.0 40.5)
Cohesion c [kPa]
0
Total sulphate content [%]
0.103 0.686%
Total chloride content [%]
0.213 2.463%
pH
7.3 8.8
Table 4-4. Holocene sand preliminary characteristics
Mean
2.66
(37)
0
0.789%
1.338%
8.6
From test results, it appears that the D50 of the sand samples ranges from
0.15 to 0.4mm. The average D90 is approximately 0.60mm and the D10 of the
samples is in the range of 0.10 to 0.15mm. In Figure 4-6, soil particle
distribution curves are given for two sand samples. Table 4-5 provides an
analysis of the two curves and indicates that both silty sand (curve 1) and
gravely sand (curve 2) are present:
Curve 1
Curve 2
Clay content [%]
0
0
Silt content [%]
22
0
Sand content [%]
78
92
Gravel content [%]
0
8
Table 4-5. Two typical grading curves Holocene sand deposits
Figure 4-6. Two typical grading curves Holocene sand deposits

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Holocene sandy clay layer

Results from the boreholes undertaken at the old harbour location, indicate
the presence of soft to firm organic sandy clay, claying sand and organic
material with a thickness ranging from approximately 1 to 2.5m in the
Holocene layer. This material is located from the northing coordinate Y
3,631,300 seaward. Table 4-6 gives results of the tests performed on this
material.
Parameter
Grading
Range
8-22% clay content, 3168% sand content
<8
20.2 34.7%
26 39%
17 20%
9 20%
14.80 15.20
0.390 0.558
5.78 7.07
SPT-(N)- values
Moisture contents [%]
Liquid limit [%]
Plastic limit [%]
Plasticity index [%]
Bulk density [kN/m3]
Compression index Cc
Consolidation coefficient Cv [m2/yr]
Volume compressibility coefficient
0.135 0.176
mv [m2/MN]
pH
7.8 8.6
Total sulphate content [%]
0.1 0.34%
Total chloride content [%]
0.54 1.44%
Table 4-6. Holocene sandy clay preliminary characteristics
Mean
24.5%
32%
18%
14%
15.00
0.474
6.43
0.156
8.2
0.21%
0.91%
In Figure 4-7, several particle size distribution curves are presented from
samples, indicating a relative large amount of silt and sand present in the
clay.

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23 June 2009
Figure 4-7. Typical grading curves Holocene Sandy Clay layer
Pleistocene sandstone layer (Gargaresh Formation)

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

Final Report
Value - Offshore
1.53 2.37 kg/m3
16.6 48.1%
0.96 22.4 MN/m2
0.55 0.66 MN/m2
45.9 49.0
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Table 4-7. Gargaresh calcareous sandstone preliminary characteristics
Sandy silt layer (Jiffarah Formation)

Below the sandstone, a layer of generally dense to very dense light brown to
orangey brown fine sandy silts and silty sands are present, they occasionally
contain shell fragments and caliche. Many of the fine grained deposits are
believed to be Aeolian in nature and may appear loessic.
It is probable that they comprise a mixture of loess and fine dune sands.
Grading analysis on samples indicate the deposit to contain between 0% and
25% silt, as detailed in the particle size distribution curves on Figure 4-8.
SPT-(N)-values, for the sandy silt layer are over 50.
Figure 4-8. Grading curve range Sandy Silt layer
4.5
Seismic conditions
4.5.1
General
According to the Global Seismic Hazard Assessment Program, the northwest
coast of Libya is located in an area that is rated as a moderate hazard
region for seismic activity. The program was carried out by a number of
research institutes under the supervision of the United Nations. The objective
of the program was to evaluate the global risk to seismic activity.
Figure 4-9 presents the results for the Mediterranean region. Based on this
figure, the Peak Ground Acceleration with a return period of 475 years
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(corresponding with a probability of exceedance of 10% in 50 years) ranges

from 1.0 to 1.3 m/s2 (0.1*g to 0.13*g) at the proposed harbour location.
Azzawiya
Figure 4-9. Seismic hazard for Mediterranean region according to GSHAP
4.5.2
Design earthquake conditions

The seismic design of all structures, including all mechanical and civil
equipment, shall be in accordance with the most recent update of Eurocode 8
(EN1998) and related documents.
The minimum requirements as presented in Table 4-8 shall be adopted.
Peak Ground For all structures a Peak Ground Acceleration ag = 0.13g ( = 0.13)
Acceleration shall be adopted, corresponding with a return period 475 years.
Soil Factor1)
Based on limited information, the subsoil may consist of a layer of
dense sand (N=22-91) overlying a small layer of sandstone of
several meters. Below the sandstone a layer of dense silt/sand
(N>50) seems to be present with an undefined thickness. In the
absence of more information regarding the subsoil, for the design of
all structures Soil Type C shall be adopted (ref. EN1998-1:2004 par.
3.1.2), described by: Deep deposits of dense or medium dense
sand, gravel or stiff clay with thickness of several tens to many
hundred of metres (SPT(N) = 15-50).
Elastic
In the absence of more detailed information regarding the surfaceResponse
wave magnitude, for the design of all structures Type 1 Spectrum
Spectra2)
shall be adopted (ref. EN1998-1:2004 par. 3.2.2).
All design shall consider the elastic response to the seismic actions.
Importance
For all structures an Importance Factor I = 1.0 shall be adopted
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factor
Performance
grade
(ref. EN1998-1:2004 par. 3.2.1).

For all structures a Performance Grade S shall be adopted (ref.
PIANC-2001, working group 34), with no damage and no loss of
serviceability.
Notes:
1) The soil factor is determined based on very limited soil information obtained
several kilometres away from the site. The final choice of Soil Type, which shall
be applicable for the Bid Submissions and EPC Contract, shall be based on the
results of the new Site Investigations.
2) Type 1 spectrum is recommended for earthquakes with a surface-wave
magnitude MS greater than 5.5. Further study into the seismology of the region,
may result in lower magnitudes. In that case Type 2 spectrum could be adopted
for the design.
Table 4-8. Minimum design requirements regarding earthquake conditions
Seismic forces shall be calculated for each principal axis of the structure.
Seismic loads can act in multiple directions. When considering 100% of the
load in one direction, at least 40% shall be applied in both the other
directions (e.g. 100% in x-direction and >40% in both y-direction and zdirection) (Eurocode 8: Section 4.3.3.5.1).
Seismic forces shall be calculated for the full dead weight of the structure;
including the dead weight of any supported equipment. Only where
appropriate, 50% of the live load shall be applied for the seismic design (BS
6349-2: 1988).
4.6
Marine growth
The effects of marine growth on underwater structures shall be taken into
account. Based on CIRIA Underwater Engineering document Dynamics of
Marine Structures a minimum thickness of 100mm shall be assumed for all
permanent structures. The increased diameter of submerged structures due
to marine growth shall be taken into account in the calculation of loads.
The Mediterranean Sea has a low biomass per unit volume on average due
to low nutrient levels. However, it has high diversity (over 10,000 marine
species, of which 28% endemic). Seagrass meadows can occur along the
Libyan coast, however, they are not expected to be present at the coast near
Azzawiya.
4.7
Existing buildings, structures and tie-in points
4.7.1
General
The main obstructions and items of possible relevant influence on the
harbour layout are presented with coordinates according to the National Grid
Coordinate System. The coordinates of the existing offshore buoys are
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provided for the Contractors consideration in Figure 1-1 and they shall be
taken into consideration when the Contractor is planning the construction
works.
All coordinates shall be checked by the Contractor.
4.7.2
Existing oil sludge basins

In the onshore harbour area, existing oil sludge basins are present. The
northwest corner of this area has coordinates Y 3,630,764 ; X 285,365. The
longitudinal and latitudinal distance of this area is respectively approximately
190m and 110m. Removal of the sludge and sanitising of this area is
required for the onshore harbour area.
A new oil sludge basin area is provided by the Owner, having the following
corner coordinates:
4.7.3
Y 3,630,738.55 m, X 285,025.33 m;
Y 3,630,738.55 m, X 285,085.33 m;
Y 3,630,698.55 m, X 285,085.33 m;
Y 3,630, 698.55 m, X 285,025.33 m.
Existing outfalls in and near the project area

Two outfalls exist either in or near the project area and may have an
influence on the final harbour layout. The refinery cooling water outfall has
the approximate coordinates Y 3,630,820 ; X 284,910 and is located to the
west, outside the boundary of the Project.
The Azzawiya sewage outfall has approximate coordinates N 3,630,780 ; E
286,120, which means it is located inside the boundary of the Project.
Therefore, this outfall shall be relocated to the east, outside the boundary of
the Project.
4.7.4
Existing tie-ins
Tie-in point for product pipelines
The coordinates of the existing tie-in location for the product pipelines
(Reference Point A) are estimated (by GPS) at approximately Y 3,630,578 m
; X 284,970 m. The level of the tie-in point is estimated at +17m CD. The
coordinates and level shall be checked and recorded by the Contractor.
Tie-in point for pipelines for utilities
For the following utilities the estimated tie-in point is:
Oil movement control room:
Y 3,630,332 m; X 284,906 m;

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Fire main control room:

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

The estimated location of the substation ES3 (in the refinery area) is Y
3,630,324 m ; X 284,929 m.
The tie-in points mentioned above are illustrated in Figure 4-10. All
coordinates and levels shall be checked by the Contractor. The Bid
Submission shall include for the checking of and connection to all tie-in
points.
Figure 4-10. Azzawiya oil Harbour tie-in points
4.7.5
Offshore buoys
The coordinates of the existing offshore buoys, which may impose
restrictions on the harbour construction, are:
SBM1:
SBM3:
CBM2:
- Mooring buoy 1:
- Mooring buoy 2:
Y 3,632,417.67 m ; X 284,501.94 m (exact);

Y 3,632,190.50 m ; X 283,312.50 m (measured);
Y 3,631,837.20 m ; X 285,669.22 m (exact):
Y 3,631,012.75 m ; X 285,820.33 m;
Y 3,631,732.81 m ; X 285,832.52 m;

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

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5.1
Standards, codes and regulations

The design of the Azzawiya Oil Harbour Project, all the elements and
structures shall be based on the latest version of the British Standards or
alternatively the Eurocodes in combination with the British National Annexes,
where relevant. However, where applicable or as directed in the Bid
Documents, national Libyan codes and regulations and/or local ARC codes
and regulations shall be used for the design of the Azzawiya Oil Harbour
Project.
Where required other international guidelines and regulations may be
consulted for guidance.
A list of standards, codes, regulations and other guidelines is presented in
Appendix A of this Exhibit C1. It should not be considered as exhaustive but
will contain the design aids required for the majority of the Works.
5.2
Units
All units to be used in the Project shall be according to S.I. and thus metric.
5.3
Design life
The design life of the Azzawiya Oil Harbour is 50 years (as stated by the
Owner).
The design life of a structure or element is the assumed period for which a
structure or part of it is to be used for its intended purpose including
anticipated normal inspections and normal maintenance but without major
repair and/or rebuilding being necessary.
During the design lifetime, the safety and integrity of the structure or element
shall be fully in accordance with the applicable codes and standards.
According to British Standards, the following minimum required design life
per harbour structure or element shall be taken into account for the design:
Quay walls:
Open jetties:
Superstructure works:
Breakwaters and shore protection:
Buildings:
60 years;
45 years;
30 years;
60 years;
50 years.
For electrical, process control and communication installations the following

design life per element is required:
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Medium and low voltage switchboards, transformers,

cabling, earthing system and cable trays:
Process Instrumentation:
Control system and uninterrupted power supplies:
All other electrical installations:
30 years;
20 years;
15 years;
20 years.
For mechanical installations the following design life per element shall be
adopted:
5.4
Pipelines:
Pumps:
Tanks:
Pipeline utilities (flanges, valves etc.):
50 years;
50 years;
50 years;
50 years.
Environmental conditions
The harbour and its elements or facilities shall be designed for extreme and
operational conditions as defined in this Section.
5.4.1
Extreme design conditions

In the Project the Extreme Design Event shall be defined as the most
onerous combination of environmental conditions up to:
5.4.2
1 in 100 year wave height;

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

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

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Item
Maximum vessel approach speed for fastening tugs to
vessel
Maximum wave height for fastening tugs to vessel
Average time for fastening operation
Table 5-1. Operational conditions for tugboats
Operational condition
Vs = 5 6 knots
Hs = 1.5 2.0 m
10 minutes
Operating conditions for vessels

The operational limits for vessels during berthing and departing, (un)loading
and remaining moored at the berth are presented in Table 5-2. These limits
are preliminary guidelines for maximum wave heights and wind speeds.
Currents are not considered because currents are relatively small (with
maximum velocities of about 0.25 m/s).
Operating case (moored vessel)
Value of operational limit
Vessel approach assisted by
Significant wave height Hs = 1.5 2.0 m
tugboats
Significant wave height Hs = 1.0 1.5 m
Berthing and departing at jetty
Wind speed vw = 12.5 m/s
Significant wave height Hs = 1.2 m (head on
1,000 - 35,000 waves)
DWT
Significant wave height Hs = 0.7 m (beam on
waves)
Manifold
(dis)connection
5,000 - 75,000 waves)
due
to
DWT
Significant wave height Hs = 0.90 m (beam
excessive
on waves)
movement*
20,000 - 170,000 waves)
DWT
Significant wave height Hs = 1.1 m (beam on
waves)
* Dependant on vessel size/sensitivity for environmental conditions
Table 5-2. Operational conditions for vessels
It is envisaged that the vessels should be able to remain moored at the

berths in any environmental condition and that only the manifold will be
disconnected, resulting in operations being temporarily ceased, causing
downtime. No maximum allowed downtime percentage is stated by the
Owner, but the design shall strive towards a minimum amount of downtime.
A more detailed assessment of the downtime shall be part of the 3-D physical
model testing of the berths to be carried out by the Contractor.
5.5
Safety and ignition risk

In case of hazardous products exclusion zones are applicable with regard to
the ignition risk during (un)loading:
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For LPG an exclusion zone of 260m around the ships manifold during
(un)loading shall be applied.
For oil tankers an exclusion zone of 40m around the ships manifold
during (un)loading shall be applied.
All structures / facilities shall comply with the relevant and latest international
safety codes and standards for oil (products) and LPG terminals. Reference
is made to Appendix B of Exhibit C2 for a list of codes and standards.
All installations that are located, or partly located, within a hazardous area
and that are connected to any source of electrical power must fully comply
with the European ATEX regulations.
5.6
Design Loads
The design loads shall include the following:
Dead loads;
Live (superimposed) loads
Vehicle loads;
Soil loads;
Permanent piping and equipment loads;
Operational, surge and blast loads;
Thermal loads;
Berthing loads;
Mooring loads;
Soil loads;
Environmental loads;
Seismic loads;
Construction loads.
In general, load combinations for operational as well as for extreme

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

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5.7
Durability
5.7.1
General
All structures and elements of the Project shall be designed such that all
safety requirements imposed by the relevant codes, standards, regulations or
Authorities shall be met at the end of the design life, taking into account
normal maintenance and only minor repair work (no need for replacement).
5.7.2
All structural steelwork which forms port structures and/or substructures shall
be sufficient for the design life and as a minimum be protected from corrosion
by the following measures (possibly working together in combination):
Paint coating system;

Cathodic protection (impressed current or sacrificial anode system);
Sacrificial steel corrosion allowance.
The EAU2004 gives the following annual corrosion rates for seawater:
Splash zone:
Submerged zone:
Buried zone:
0.30 mm/year;
0.12 mm/year;
0.03 mm/year.
Structural steelwork below water (splash, submerged and buried zone)

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

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Structural steelwork above water level shall be designed with a corrosion

allowance of 2 mm to account for periods between maintenance where the
paint system has failed.
Fender chains, gratings, bolts and other fixings shall be protected by hot dip
galvanising or shall be of stainless steel as specified in the Owners
Requirements or detailed on the Definition Drawings. Where stainless steel
bolts or anchors are to be used and make contact with other dissimilar
metals, they shall be electrically insulated to prevent bi-metallic corrosion.
5.7.3
Steel re-bars in reinforced concrete

Design and specification of materials for reinforced elements shall take
regard to requirements to achieve a durable and low maintenance structure
in the exposed marine environment at the site. The following requirements for
reinforcement steel are considered (according to British Standards):
5.8
Reinforcement to be grade B500B in accordance with BS4449:2005;

Exposure class:
- XS3 for concrete in the Tidal, Splash or Spray zones;
- XS2 for concrete that is totally submerged
- XS1 for concrete not in direct contact with sea water but
exposed to airborne sea salt;
Nominal cover to reinforcement to be 50mm;
Design cover to reinforcement to be 75mm;
Crack widths in the concrete shall be in accordance with the
applicable codes and standards and shall be less than 0.3mm for total
operational loads.
Fatigue
Where appropriate, structures shall be checked for the effects of fatigue in
accordance with the requirements of the relevant design codes.
5.9
Construction materials
5.9.1
Rock and granular materials

Several quarries are present within a reasonable distance of ARC and can
produce rock and granular materials for the Works, although the quantity is
unknown. According to test results of samples made by the quarries, the
specific gravity varies from 2600 to 2700 kg/m3 with a compressive strength
ranging between 400 to 600 MPa.
Applicable standard rock gradations and specifications are listed in Table 3.5
of The Rock Manual The use of rock in hydraulic engineering (2nd edition);
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by CIRIA/CUR/CETMEF; 2007 (hereafter called The Rock Manual). The

quarry run, which has a weight range of 0.1 to 500 kg, has a very wide
grading and can be characterised with a D85/D15 of greater than 5. The
median weight W50 ranges from 20 to 100 kg dependant on the grading.
Standard rock gradings are listed in Table 5-3, standard coarse granular rock
gradings are listed in Table 5-4 (W50 is median weight of grading) and
various other properties of the available quarry material are listed in Table
5-5.
Class (kg)
Passing
requirements
0.1 500*
10 60
40 200
60 300
300 1000
1000 3000
3000 6000
ELL
<2%
kg
0.1
2
15
30
200
700
2000
NLL
y<10%
kg
1
10
40
60
300
1000
3000
W50
kg
20 100
27 47
102 150
162 233
630 795
1878 2296
4443 5046
NUL
y>70%
kg
500
60
200
300
1000
3000
6000
EUL
y>97%
kg
700
120
300
450
1500
4500
9000
* Quarry run, properties assumed based on similar projects
Table 5-3. Rock gradings [Ref. Error! Reference source not found. European
EN13383 standard gradings]
ELL: Extreme Lower Limit the mass below which no more than 2 per cent
passing by mass is permitted;
NLL: Nominal Lower Limit the mass below which no more than 10 per
cent passing by mass is permitted;
NUL: Nominal Upper Limit the mass below which no less than 70 per cent
passing by mass is permitted;
EUL: Extreme Upper Limit the mass below which no less than 97 per cent
passing by mass is permitted.
Class (mm)
ELL
NLL
Passing
y<5%
y<15%
requirements
mm
mm
45/125
22.4
45
63/180
31.5
63
90/250
45
90
Table 5-4. Coarse granular gradings
Property
Dry density, dry
Wet density, wet
Cohesion
Angle of internal friction,
Compressive strength
D50
mm
81
114
156
Unit
kN/m3
kN/m3
kPa
MPA

Final Report
NUL
y>90%
mm
125
180
250
EUL
y>98%
mm
180
250
360
Value
19
21
0
40
400
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Table 5-5. Minimum properties of quarry material
Besides the standard rock gradings and characteristics, rock deviating from
these standard gradings and characteristics may be utilised in the detailed
design. However, in all cases the EPC Contractor shall prove the suitability
(grading, strength, density etc) of all materials for its purpose within the
detailed design and shall bear all costs in relation to any extra works or
design that are required to rectify the use of unsuitable materials.
5.9.2
Sand fill
Sand fill may be used for several elements and structures in the detailed
design. The minimum required properties of sand are listed in Table 5-6. In
all cases, sand used for construction purposes shall be non-liquefiable under
the design earthquake conditions.
Property
Unit
Dry density, dry
kN/m3
Wet density, wet
kN/m3
Cohesion
kPa
Angle of internal friction,
Table 5-6. Minimum properties of sand fill
5.9.3
Value
18
20
0
30
Concrete
Reinforced as well as mass concrete shall be specified, used in the detailed
design and batched in accordance with the applicable codes and standards.
Armour elements on the breakwater and pre-cast block wall type structures
shall be made of mass concrete. The minimum required properties of
concrete are listed in Table 5-7.
Property
Unit
Value
3
Density plain, c
kN/m
24
Density reinforced, c
kN/m3
25
Strength class
C35/45
Table 5-7. Minimum properties of concrete (pre-cast and in-situ)
5.9.4
The minimum properties of the structural steel are listed in Table 5-8. Higher
grades may be allowed where appropriate, after the agreement of the
Engineer.
Property
Unit
Density, s
kN/m3
Quality grade
Yield stress
N/mm2
Table 5-8. Minimum properties of structural steelwork
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Value
77
S355
355
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6.1
General
The nautical manoeuvring areas shall have sufficient water depth and width
for the safe navigation of all design vessels at all operational, environmental
and tidal conditions. These areas comprise the navigation channel, turning
circle, harbour basin, berths, berth pockets and any other areas shown on
the detailed drawings.
6.2
Navigation channel
The navigation channel marks the safe shipping lane for vessels approaching
and departing the harbour. It is envisaged that to obtain the minimum time for
transfer along the channel and to minimise the risk of grounding or collisions,
the approach channel shall meet the following requirements:
The channel shall have sufficient water depth;

The channel shall have sufficient width;
The channel shall have sufficient length for tug boats to fasten to
vessels and for vessels to come to a safe stop;
The channel shall have marking lights and buoys, based on 24 hour
operations in the harbour.
The navigation channel shall have the following dimensions:
6.3
Inner channel length:

Fairway length:
Channel width (at bottom):
Outer channel depth:
Inner channel depth:
900 m;
2400 m;
250 m;
21m CD;
20.20m CD.
Harbour basin
In the harbour basin, vessels are safely manoeuvred or turned (with the aid
of tugs) for approach to or departure from the Berths. There are various
elements that make up the harbour basin. These are the turning circle,
berths, berth pockets and the other navigable areas between these elements.
The various elements of the harbour basin shall therefore meet the following
requirements:
Turning circle

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The turning circle shall have sufficient water depth for all manoeuvres;
The turning circle shall have a minimum diameter of 450m and a

minimum depth of 16.70m, based upon manoeuvres by vessels with
a maximum draft of 14.5m;
The turning circle shall have its location at the end of the approach
channel where the vessels come to a stop;
Berths and berth pockets

At the berths sufficient space and depth is required to ensure safe
manoeuvring near the berth and for safe berthing and departing of vessels.
The berth pockets shall therefore meet the following requirements:
The berth pockets shall have sufficient water depth so that the design
vessels will not ground under any conditions;
The berth pockets shall have sufficient length to account for safe
vessel approach under small angles and for the eccentricity of the
design vessels manifold;
The berth pockets shall have sufficient width for safe vessel approach
and to account for additional manoeuvring space for tugboats.
The berth pockets shall have adequate scour protection to prevent the
ships propellers washing out material underneath/in front of the quay
walls.
The berth pockets shall have the (minimum) dimensions listed in Table 6-1.
The water depths between the berths and the turning basin shall be sufficient
for safe manoeuvring and to prevent grounding of the design vessels at any
combination of operational, environmental or tidal conditions. Minimum
required depths in the harbour are indicated on the Definition Drawings.
Berth
Parameter
Length (m)
4
Width (m)
Depth (m CD)
Length (m)
5
Width (m)
Depth (m CD)
Length (m)
6
Width (m)
Depth (m CD)
Table 6-1. Minimum berth pocket dimensions
Final Report
Dimension
295
65
-13.60
317
70
15.40
387
80
19.30
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Behind the berths, i.e. between each berthing line (approximately in line with
the breasting dolphins) and the mooring dolphins and over the full length of
the berth pockets, sufficient water depth is required to allow safe
manoeuvring of tugboats. The minimum bottom level shall be 6 m CD.
6.4
Aids to Navigation
General
Real-time ship manoeuvring simulation tests have been undertaken on the
proposed layout and from the results of the simulations the following Aids to
Navigation shall be provided as detailed on the Definition Drawings:
Two (2) leading lights and day-markers shall be placed onshore

behind the turning circle and aligned with the centreline of the turning
circle/navigation channel;
At the head of each breakwater navigational lights shall be provided,

marking the harbour entrance;
Five (5) buoys shall indicate the approach channel: two (2) green
starboard lateral marks and three (3) red port lateral marks.
The aids to navigation shall be in accordance with IALA and local regulations
And the final detailed requirements shall be established by the Contractor.
For the design of the aids to navigation all environmental and tidal conditions
stipulated in this document shall be taken into account, as well as (but not
limited to) the following information:
Water depth
The absolute water depth at any point along the approach channel shall be a
minimum of 21m and a maximum of 23m dependant on the tide level.
Visibility
The minimum visibility is the historic value of meteorological visibility at the
site that is met or exceeded 90% of the time. This value must be used to
establish the minimum luminous intensities required to ensure that the
leading lights are visible as leading line signals at least 90% of the time. The
design visibility for the Aids to Navigation is 10 nautical miles. The Contractor
shall ensure that his design for the leading lights means they are visible 90%
of the time

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Atmospheric transmissivity
The atmospheric transmissivity (T) is defined as the transmittance or
proportion of light from a source that remains after passing through a
specified distance through the atmosphere, at sea level.
No local data is available on the transmissivity therefore, the Bidder must
allow within the Bid Submission for a typical atmospheric transmissivity of
0.74 over one nautical mile at the Project.
Background Lighting
With a refinery and oil storage tanks near the port the background lighting at
night for the approach channel and port area shall be considered as
substantial (considerable)in the Contractors designs.
Typical cargo vessels
Design vessels for the port are mainly product tankers, ranging from 35,000
to 170,000 DWT. For these vessels the observer eye height shall be in the
range of 15 to 45m above the water level for use in the Contractors designs.

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BREAKWATER AND REVETMENT DESIGN SPECIFIC

7.1
General
This section presents the specific boundary conditions for the design of the
breakwaters and harbour revetments. The design water levels and extreme
wave conditions for which the breakwaters and revetments shall be designed
are presented in Section 3.
The location and setting out of the breakwaters and revetments, the
Contractor shall refer to the Definition Drawings. The following requirements
shall be the minimum requirements for design:
7.2
The breakwaters and revetments shall have a sufficient crest height

above the waterline to maintain acceptable wave overtopping volumes
as detailed in Section 7.2 of this document;
The armour layer units shall be of sufficient weight to create stable

breakwater slopes to the gradients as detailed on the Definition
Drawings;
The breakwaters and revetments shall have a sufficient system of

stable under layers and core at the gradients as detailed on the
Definition Drawings;
The breakwaters and breakwater structures shall have sufficient

strength to withstand hydraulic impact forces (e.g. seawall on
breakwater crest and armour units);
The breakwaters and revetments shall have a sufficient damping

effect to minimise wave reflections;
Provision shall be made at, the breakwater heads to accommodate the

aids to navigation, indicating the harbour entrance;
The main and lee breakwater crests shall be wide enough to

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

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The breakwater will not provide the foundation for a pipe rack and the
presence of personnel on the breakwater in a 1/100 year storm is considered
highly unlikely. Hence, the maximum acceptable wave overtopping volume
used in the design of the breakwaters shall be 10 l/s/m (0.01 m3/s/m) for the
extreme 1/100 year conditions.
For operational (annual) conditions the maximum acceptable wave
overtopping volume shall be 0.1 l/s/m.
Harbour revetment
The harbour revetment / dissipating beach structure is located along the
shoreline in the harbour. Directly behind the harbour revetment, access roads
and pipelines may be present. Although cars and people are not expected to
be using the revetment area, the maximum acceptable wave overtopping
volume at the harbour revetment shall be 1 l/s/m.
7.3
Hydrographical conditions
The hydrographical conditions applicable for the breakwater design are as
detailed in Section 3 of this document.
7.4
Design approach and criteria
7.4.1
Design approach
The design shall comprise rubble mound breakwaters, including quarry rock
as much as possible. The armour layer may comprise double or single layer
concrete units. In the Reference Design the concrete unit Accropode was
selected, refer to Exhibit C2 Technical Specifications, but the Contractor
may come up with alternatives.
The harbour revetment shall have a rock armour layer of quarry rock where
possible. The Contractor shall ensure that the stability of the harbour
revetment is adequate and shall provide full details with their Bid Submission,
including but not limited to gradings, thicknesses and gradients.
The design of the breakwaters and revetments can be summarised as the
following items/processes:
Armour layer design;

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

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7.4.2
Slope stability;
Settlement sensitivity
Seismic design (check for liquefaction).
Armour layer stability criteria

The armour layer units shall be designed according The Rock Manual. The
stability of armour rock and armour units depends on the allowed damage
level, which shall be determined by the Contractor in his detailed design and
included in his Bid Submission.
7.4.3
Crest width and height based on overtopping assessment

The breakwater width and height shall comply with the maximum overtopping
volumes as per Section 7.2. The overtopping assessment used in the for the
Reference Design was based on The Rock Manual and Design Overtopping
of Seawalls Design and Assessment Manual; by HR Wallingford Ltd R&D
Technical Report W178, February 1999. The design of the width and radius
at the breakwater heads is based on the recommendations by Sogreah [see
www.sogreah.fr.
7.4.4
Under layer and breakwater core design

Under layer(s)
The weight of quarry rock in under layers below the concrete armour units
shall be in accordance with the following (reference is made to The Rock
Manual)
The median mass (M50) of the under layer quarry rock be

approximately equal to but no less than 10% of the armour unit mass;
The minimum and maximum mass of the under layer quarry rock shall
be between 7% and 14% of the armour unit mass;
Any other filter- or under layers (e.g. extra filter layer under the breakwater
toe) shall be in accordance with the granular filter rules of Terzaghi
(reference is made to The Rock Manual).
Breakwater core
The breakwater core shall consist of quarry run having an estimated grading
of 1kg to 500 kg, with a median mass in the range of 20 100 kg. The
breakwater core material shall comply with the filter rules as presented
above.

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7.4.5
Toe and berm design

Toe and berm design shall be in accordance with The Rock Manual. The
stability of toe and berm units/material depends on the allowed damage level,
which shall be determined by the Contractor in his detailed design and
included in his Bid Submission.
7.4.6
Seawall design
A seawall may be applied on the breakwater crest in order to provide for an
inspection road and to reduce the probability of wave overtopping at the
crest. The seawall shall be founded on a sufficiently small quarry rock
gradation (levelling layer) in order to create a smooth foundation surface for
the base of the seawall. The seawall shall be designed such that the
settlements of the breakwaters calculated by the Contractor can be
accommodated.
The seawall shall have sufficient stability and resistance to sliding,
overturning and uplift taking into account the critical load combination of all
possible loads (such as but not limited to wave loads, seismic loads, uplift
due to waves, etc.). The safety factors utilised in the Contractors detailed
design shall be determined by the Contractor in accordance with international
standards.
7.4.7
Geotechnical stability
The overall geotechnical stability of the breakwater shall be checked taking
into account all possible failure mechanisms according to the international
codes and standards.
In addition, settlements shall be limited, ensuring the functional requirements.
Therefore the Contractor shall ensure, amongst others:
Always full integrity of the breakwater armour units and layers;

No damage to crown or crest elements;
No increase in overtopping;
The above list is not exhaustive and the Contractor will be deemed to have
allowed for the breakwater settlements, calculated in their design, in all
elements and structures placed on or connected to the breakwaters.
7.4.8
Breakwater testing by 2-D and 3-D physical models

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

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CRITERIA
8.1
General
Berth 7, the small craft harbour, and Berth 8, the material offloading facility
(M.O.F.), require quay walls with rock and sand fill behind to form the quay
areas of the Berths. The location and main dimensions of the quay walls are
detailed on the Definition Drawings.
The detailed design of the quay walls on Berths 7 and 8 shall include for deck
furniture, such as bollards, fenders, access/emergency ladders and all other
items as specified in the Owners Requirements or detailed on the Definition
Drawings. The M.O.F. shall be capable of accommodating side unloading of
heavy cargo from the design vessels and shall be designed for the large
surcharge loads, mobile loads, dead loads and shall be capable of
accommodating specific equipment specified in the Owners Requirements,
such as multi-axis trailers (SPMTs, see appendix D).
8.2
Design vessels at small craft harbour and M.O.F.

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

Final Report
ASD tug
ASD tug 2310
545*
22.73
10.43
4.50
4.50*
2 x 1500
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Bollard pull
tonnes
40.1
Speed
kn
12.2
* Estimated, not specified
Table 8-1. Main particulars of conventional and ASD tugboat
46.6
11.3
Bunkering tanker
A bunker shuttle tanker will be used for the supply of bunker fuel oil and
bunker gasoil to the oil tankers, product tankers and LPG carriers.
The import of bunker fuel and gas oil is planned for Port Development Phase
II. Therefore, the bunker shuttle tanker is not required in Port Development
Phase I. However, the quay wall and area behind (including quay furniture)
required for the bunker shuttle tanker shall be constructed in Port
Development Phase I.
The main particulars of the bunker shuttle tanker adopted for the Project are
listed in Table 8-2.
Particular
Unit
Deadweight tonnage
tonnes
Capacity
m3
Length overall Loa
m
Beam
m
Draught
m
Depth
m
Power
kW
Table 8-2. Main particulars of bunker shuttle tanker
Value
1620
1630
56.5
10.5
4.8
6
2 * 225
Work barge
The dimensions of the existing work barge are listed in Table 8-3. Any quay
wall and quay furniture provided shall be capable of accommodating the
existing work barge.
Particular
Unit
Length overall Loa
m
Beam
m
Draught
m
Table 8-3. Main dimensions of the ARC work barge
Value
35.0
9.25
2.7
Existing launches
The 4 existing launches must also be accommodated at the small craft
harbour. The main dimensions of the launches for the purposes of quay wall
and quay furniture design are listed in Table 8-4.

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Particular
Unit
Displacement
tonnes
Length overall Loa
m
Beam
m
Draught
m
* Estimated, not specified
Table 8-4. Main dimensions of the 4 ARC launches
Value
75*
15.7
4.8
1.7
M.O.F. vessel
The main particulars of the design heavy cargo vessel adopted for the
Project are listed in Table 8-5.
Particular
Unit
Value
Deadweight tonnage
tonnes
13,000
Length overall Loa
m
140
Beam
m
28.0
Draught
m
8.5
Depth
m
12.5
Main
kW
2 x 4000
Power
Bow thruster
kW
800
Table 8-5. Main particulars of refinery equipment/materials vessel
It is emphasised that during the Port Development Phase I the tugboats,

launches and work barge shall need to be accommodated and during Port
Development Phase II the heavy cargo vessel and bunker shuttle tanker shall
also be accommodated.
However, all quay walls including quay furniture and facilities shall be part of
the Port Development Phase I Works.
8.3
Manoeuvring area and access to areas

The following should be considered by the Contractor when undertaking the
design and planning his works in the area of the small craft harbour and the
M.O.F:
During the Port Development Phase I, refinery equipment /materials

shall be transported to the refinery area and the berths shall have
sufficient space for unloading, handling and transport of this
equipment/materials.
Space reservation for an access road from the M.O.F. to the refinery
area shall be taken into account in Port Development Phase I.

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The access road shall allow sufficient space, acceptable slopes and
gradual curves for heavy cargo transport to and from the M.O.F.
8.4
Specific boundary conditions for quay wall design
8.4.1
Quay wall layout and coordinates

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

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Setting out line

QW5
Bunker
tanker
QW6
QW4
Heavy
Cargo
vessel
Work
barge
ASD tug
Stan tugs
Launches
QW3
QW2
QW7
QW8
QW9
QW1
Figure 8-1. Quay wall outline and coordinates
8.4.2
Quay wall levels

All levels for the quay wall structures and elements are given in metres
relative to Chart Datum (CD), which equals the Lowest Astronomical Tide.
Specific requirements with respect to the levels are:
Top level (cope level) of the quay wall is +5.0m CD:

- The top level of the quay shall be higher than the wave level
elevation during the 1/1 year wave conditions.
-
The critical diffracted wave height is approximately 2.2m.
The corresponding maximum wave height is 4m.
Due to the oblique angle of incoming waves no full reflection

will take place within the harbour and a reflection coefficient of
50% shall be taken into account in the design, resulting in a
standing wave height of 6 m (instead of 8 m).

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8.5
The minimum top level of the quay is + 0.5 (MHWS) + 0.60*6.0

+0.3 m= + 4.4m CD. Therefore, a top level of +5.0m shall be
applied.
Minimum required bottom levels at quay walls (UKC is under keel

clearance):
- - Tug berth:
Level = 5.0m CD (incl. 10% UKC);
- - Bunker tanker:
- - M.O.F.:
- - Work barge:
- - Launches:
Level = 2.0m CD (incl. 10% UKC).
Design loads
General
The quay walls shall be designed to resist the design loads as defined in this
section.
Dead weight of structures
Deadweight of structures shall include the weight of all structural
components.
Buoyancy loads
Buoyancy loads shall include the uplift due to submergence in sea water
considering a mass density for sea water of 1030 kg/m3.
Soil and differential water loads
The quay walls shall be designed to resist the following loads:
Horizontal active earth pressures developed by the weight of the soil

behind the quay wall and any surcharge load acting on top of it, both
under static and dynamic (e.g. seismic) conditions;
Hydrostatic pressure due to a difference in water levels across the
quay wall, including effects of waves and possible saturation of soil
behind the quay wall. During seismic events, dynamic water effects
shall be also be considered as a design load.
The stability of the quay wall shall be assessed for high water levels and low
water levels:
For (non-) earthquake conditions the design high and low water level
shall be taken as HAT (+ sea level rise) and LAT (no sea level rise)
respectively;

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

Side berthing at a closed structure.
Unit
Displacement
Tonnes
545
Design vessel speed
m/s
0.5
Berthing angle (max.)
10
Impact point from
%
50
bow
Safety factor for
2.0
abnormal berthing
Table 8-7. Berthing energy design criteria
Final Report
75
0.5
10
2,000
0.3
7.5
Heavy
cargo
vessel
17,500
0.15
7.5
50
25
25
2.0
1.75
1.75
Tugboat Launch
Bunker
tanker
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Surcharge loads
The nominal surcharge load to be used in the design of all quay walls is 10
kN/m2.
A larger surcharge of 40 kN/m2 is applied at locations where equipment
loads, after unloading from the heavy cargo vessel, are (temporarily) stored
on the quay. At the M.O.F. a minimum surcharge of 56.5 kN/m2 is applicable
to account for refinery equipment loads on top of SPMTs (self propelled
modular transporter).
The surcharge load acts uniformly on the fill behind the quay wall and will be
added to the horizontal active earth pressure on the quay wall.
Vehicle loads
Superimposed loads from mobile equipment come from multi-axis trailers
(SPMTs) and possibly from mobile cranes.
The Contractor shall determine the suitable equipment (and subsequent
loads on the quay wall) to transport the future refinery revamp material from
the M.O.F. to the refinery area. The main relevant refinery material to be
unloaded and transported are listed in Table 8-8.
All vehicle loads shall include an additional 20% into the working loads due to
dynamic loading of equipment in motion.
Refinery
Length (m)
Weight (tonnes)
material
Gas turbine
11
75
package plant
Distillation unit
12
7
Distillation tower
86
33 (height)
Table 8-8. Refinery material to be unloaded at the M.O.F.
Width (m)
7
5
5.5 (diameter)
The quay wall design shall be able to cope with the surcharge of 56.5 kN/m2
or the applicable vehicle loads (to be determined by the Contractor),
whichever is larger.
Wave loads
Wave loads are site or location specific. The wave loads are considered as
being a momentary water level reduction at the seaside of the wall (resulting
in a more critical situation).

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The maximum reflected wave height in front of the quay wall is 6m (depth
limited). The maximum water level reduction is therefore taken as the wave
amplitude of 3m.
Seismic loads
The earthquake loading on the quay wall shall be determined in accordance
with Eurocode 8 [Eurocode 8; Design of structures for earthquake resistance
part 5: Foundations, retaining structures and geotechnical aspects; 2004].
8.6
Design approach
The design of the quay walls shall be undertaken using the latest versions of
internationally recognised codes and standards as set out in the Owners
Requirements and shall consider all possible failure mechanisms.
Several normal, extreme and seismic load combinations shall be considered,
taking into account all partial load factors and material factors. In accordance
with the requirements of Clause 4.5, sufficient redundancy and safety against
failure should be left under the design earthquake conditions.
The Contractor is free to choose the type of structure for the quay wall. This
may be caissons, block walls, anchored quay walls, etc. Applicable design
safety factors shall be determined and used by the Contractor according to
internationally recognised codes and standards.

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JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND DESIGN

CRITERIA
9.1
General overview
The Project shall provide 3 new product Berths capable of import and export
of various petrochemical liquid bulk goods. These Berths shall provide a
berthing jetty, all facilities and all installations for safe and reliable operations
at the required capacity for each Berth as applicable.
The jetties shall be suitable for a range of vessels up to 170,000 DWT in size.
Handling of specific products is assigned to specific Berths. The vessel
particulars presented in this Chapter are derived from PIANC guidelines
For an overview of the locations of the Berths, jetties, etc. refer to the
Definition Drawings.
9.2
Design vessels
9.2.1
Berth 4
The Berth shall be designed to handle a variety of oil product tankers, meant
for transport of white products (e.g. kerosene and gasoline), base oil and
asphalt, and to handle LPG carriers.
The oil product tanker sizes and LPG carrier sizes range from 1,000 to
35,000 DWT. The design vessel characteristics for the smallest and largest
vessels at Berth 4 are listed in Appendix E. For the design of the structures
and associated facilities the full range of design vessels calling at Berth 4
shall be accommodated by the Contractors design.
9.2.2
Berth 5
The jetty shall be designed to handle a variety of oil product tankers, capable
of transporting white products and black products (being crude oil, reduced
crude, heavy fuel oil and bunker fuel oil).
The tanker sizes range from 5,000 to 35,000 DWT for white products and
5,000 to 75,000 DWT for black products. The design vessel characteristics
for the smallest and largest vessels to be accommodated at Berth 5 are listed
in Appendix E. For the design of the structures and associated facilities the
full range of design vessels calling at Berth 5 shall be accommodated by the
Contractors design.

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9.2.3
Berth 6
The jetty shall be designed to handle a variety of oil tankers, capable of
transporting black products.
The tanker sizes range from 20,000 to 170,000 DWT. The design vessel
characteristics for the smallest and largest vessels to be accommodated at
Berth 6 are listed in Appendix E. For the design of the structures and
associated facilities the full range of design vessels calling at Berth 5 shall be
accommodated by the Contractors design.
9.3
Jetty locations and orientation

The location and orientation of the Berths 4, 5 and 6 are shown on the
Definition Drawings and in Figure 9-1.
Figure 9-1. Location and orientation of berths
9.4
Loading platforms
The location and orientation of the loading platforms can not be changed by
the Contractor. The structural design and dimensions of the platform shall be
designed in accordance with the appropriate internationally recognised
codes, standards and regulations.

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The loading platforms shall accommodate all items necessary for the
operation of the marine facilities and as required by the topside design. They
shall include as a minimum the following:
9.4.1
General requirements for Loading Platforms
9.4.2
Unloading/loading facilities, pipelines, valves and other related

equipment required for the operation of the Berth, taking into account
the requirements of Port Development Phase I and II;
Walkways;
Drainage system;
Berth control booth;
Vessel access structure;
Area lighting;
Safety equipment;
Fire fighting equipment and automatic/manual components of alarm
system
Security equipment.
The platforms shall be suitable to withstand all environmental loads

from wind, waves, currents, earthquakes, etc. without losing their
stability and function;
The platforms shall provide support for all topside structures, facilities
and superimposed loads for the two Port Development Phases;
The platforms shall provide all necessary access and space required
for the safe and efficient operation of the berths;
Design of the platform structure shall include for wave loading.
However, the level of structural elements such as beams, deck slabs,
etc. shall not be less than the peak wave crest elevation at the location
of the structure;
A uniform design load of at least 25 kN/m2 shall be applied to the
areas of the platform which are not covered by other permanent
equipment;
A single outrigger point load of 300 kN (mobile crane) on an area of
1.0 x 1.0 m2 (wherever possible) in combination with a uniform load of
25 kN/m2 to be applied to areas of the platform not covered by other
permanent equipment;
The platforms shall provide sufficient space for manoeuvring a 30
tonnes mobile crane (two axles of 12 tonnes each) and smaller
vehicles.
Lay-out of the loading platforms
The loading platforms shall comprise a main deck and if required an

elevated platform supporting topsides facilities;

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9.4.3
Unloading facilities, pipelines and other associated equipment
9.4.4
On the platforms a sufficient number and type of loading arms shall be

designed with an envelope and location on the platforms suitable to
handle the complete range of vessels expected at the Berth, at all
tides and under operational environmental conditions;
Loading arm movement and status shall be monitored by an automatic
system in accordance with the Owners requirements or as detailed on
the Definition Drawings;
tools, compressed air, trenching cables , ducts and all other items
related to the services required at each loading platform shall be
provided;
On each platform a sufficient amount of space shall be reserved for all
the pipelines, valves and associated fittings required.
Walkways
9.4.5
The platforms shall have clearly designated areas for the access and
parking of traffic, including mobile cranes with a lifting capacity of up to
30 tonnes and fire appliances;
Clear pedestrian access walkways shall be designed, or dedicated
parts of the general access facilities shall be designated for pedestrian
access and suitably separated from other traffic;
Safe access routes shall be designed to the moored vessels, all
scaffolds, all other facilities on the platforms, breasting dolphins and
mooring dolphins.
The walkways shall have a minimum clear width of 0.75 m and shall
be provided with heavy gauge handrails (handrails that can folded
down shall be used in areas where the walkways interfere with the
mooring lines), knee railing, toe plates and anti-slip gratings;
Stairways shall be provided where there is a change in level. Warning
notices will also be provided identifying the locations of these changes
in level.
Drainage
The platforms shall be provided with a drainage system for rain water;
The platforms shall be provided with a drainage system and a local
containment system for any product spillage (separated from the rain
water drainage);
Containment areas around equipment that may give rise to
contaminated liquid on the jetty deck shall be provided;
Drainage systems for these containment areas shall be provided;
Drainage from all other areas shall be dealt with in accordance with
methods to be agreed with the local regulatory authorities.

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9.4.6
Berth control booth
9.4.7
Vessel access structure (VAS)
9.4.8
Lighting shall be applied on the platforms to guarantee sufficient

visibility at all times to allow for 24 hour operation at the Berths..
Safety equipment
9.4.10
A Vessel Access Structure (VAS) shall be designed on each platform

for the safe access to and from the vessels;
Features of the VAS shall be appropriate to accommodate the deck
landing areas of oil tankers and LPG carriers at all ranges of
loading/unloading and tidal conditions;
The VAS shall be located in a position to allow access of supply
vehicles (small trucks up to 10 ton);
The VAS shall be located in a position to permit personnel embarking
and disembarking the vessels near the accommodation area;
The VAS shall have a small crane for supplying the vessels with a
lifting capacity of 2 tons and a range of 12 m.
Area lighting
9.4.9
On each Berth a berth control booth shall be designed taking into

consideration all appropriate safety aspects;
The size of the berth control booth shall be sufficient to locate all
appropriate control systems, as well as seating areas, closets, toilets,
etc. for 4 number of staff.
Safety equipment including hand railing, stairways, ladders, chains,

lifebuoys, radar reflectors and other navigation warning lights, etc. as
well as ample fire-fighting equipment and fire monitors shall be
present on the platforms and shall be designed in accordance with the
internationally recognised codes, standards and regulations;
Fire detection devices shall be applied at each product berth, including
alarm devices and remote shutdown systems;
Gas detection devices shall be applied at each product berth where
K0 and K1-products are handled.
Security equipment
Security measures including restricted access areas, cameras, etc.

shall be present on the platform and shall be designed in accordance
with the ISPS codes and with the requirements of the local regulatory
authorities.

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9.4.11
Edge protection
9.5
The edges of the loading platforms shall be protected where

appropriate with heavy gauge handrails, knee railing and toe plates.
Access trestle
The location and orientation of the access trestle have been fixed by the
Owner as shown on the Definition Drawings. The structural design of the
trestle has to be designed in accordance with to the relevant internationally
recognised design codes, standards and regulations, with the minimum
requirements as listed in the Owners Requirements.
The jetty trestle will connect the loading platforms to the shore, or to a main
artery trestle and then to the shore. The trestles will at least comprise the
following:
9.5.1
9.5.2
Access road;
Pipe bridge;
Cableways;
Area lighting;
Safety equipment;
Security equipment.
The trestles shall be suitable to withstand all environmental loads from

wind, waves, currents, earthquakes, etc. without loosing their stability
and function;
The trestle structures shall provide support for all topside structures,
facilities and superimposed loads;
The trestles shall provide all necessary access and space required for
the operation of the berths;
Roadway
The access roadway shall permit access from the shore to the loading
platform for vehicles including 30t mobile cranes and fire appliances;
The roadway shall be supplied with safety fencing on both sides;
The roadway shall be designed as a single lane road with
turning/passing areas at every berth location;
Drainage from the roadway shall be dealt with in accordance to the
local regulatory authorities requirements;
Access roadway shall have a minimum 4.00m net width;
The access road shall be designed for the following loadings:
- HA highway loading (BS5400);

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9.5.3
Pipe bridge
9.5.4
The pipe bridge shall accommodate all pipelines required for the
product transport from and to the berths;
The pipe bridge shall accommodate all other smaller diameter service
pipelines and cables ducts;
Supports, anchors and guides shall be provided as required by the
topside design;
The pipe bridge shall have a continuous slope of 1:1000 from the
loading platforms to the shore for clearing the pipelines under gravity;
this only allows the use of horizontal loops and no bellows or locally
elevated sections;
Pipeline expansion loops are required at intervals of about 125 to
150m along the pipe bridge depending on the Contractors pipeline
design;
The pipeline expansion loops shall have a minimum distance of 10m
transverse to the pipe bridge as well as a minimum of 10m in the
direction of the pipe bridge;
Horizontal expansion joints shall be provided with an additional
walkway to allow access;
Only one layer of pipelines shall be permitted in the design.
Area lighting
9.5.5
A single nominal wheel load of 100kN with an effective

pressure of 1.1N/mm2 on a circular (340mm diameter) or
square (300mm) contact area;
- A 30 tonnes mobile crane, with two axles of 12 tonnes each;
- A maximum single outrigger point load of 300kN on an area of
1.0 x 1.0m, which can act over the complete roadway;
- A lateral impact load of 200kN for the design of the upstanding
road edge (load may be considered as an extreme load);
Handrails shall be designed for a horizontal loading of 0.5kN/m
applied to the top rail together with any service loads (e.g. cable
trays).
Lighting shall be applied along the roadway and pipe bridge to

guarantee sufficient visibility at all times to allow for 24 hour operation
at the Berths.
Safety equipment
Safety equipment comprising hand railing, ladders, chains, lifebuoys,

fire extinguishers, fire monitors, radar reflectors and other navigation
warning lights, etc. shall be present on the access trestle and shall be
designed in accordance with the internationally recognised codes and
standards as well as with the requirements of the local regulatory
authorities.

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9.5.6
Security equipment
9.6
Security equipment including fencing for restricted access, cameras,

etc. shall be present on the access trestle and shall be designed in
accordance with the ISPS codes and with the requirements of the
local regulatory authorities.
Mooring facilities
The location and orientation of the mooring facilities have been fixed by the
Owner as shown on the Definition Drawings. The structural design of the
facilities shall be designed in accordance with the relevant internationally
recognised design codes and with the minimum requirements as listed in the
Owners Requirements.
Each berth will be provided with all the required facilities to enable safe
berthing and mooring of the complete range of design vessels expected at
the Berth. As a minimum , the berthing and mooring facilities shall consist of:
Mooring dolphins (for the mooring lines only);

Breasting dolphins (for the mooring lines, fender and mooring loads
and berthing);
Connecting walkways;
Lighting.
The Contractor shall undertake a mooring simulation by means of 3-D model

tests. This simulation shall provide realistic line loads on the structures and
shall give a realistic analysis of the fender and mooring loads acting on the
fender structures. These tests shall also include a downtime assessment for
each berth.
9.6.1
The deck level of the dolphins and walkways shall be at safe distance
above the maximum annual crest level or such other level to ensure
safety to operational personnel;
The dolphins shall be equipped with the necessary radar reflectors
and other aids to navigation;
Marine safety equipment comprising lifebuoys etc. shall be provided;
All dolphins shall be equipped with Quick Release Hooks (QRH).
Double QRHs for breasting dolphins and triple QRHs for mooring
dolphins shall be provided with a minimum SWL to be determined by
the Contractor. The QRHs shall be equipped with electrical controlled
capstans, remote control systems and other auxiliary equipment in
accordance with OCIMF recommendations;

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9.6.2
The breasting dolphins shall also be equipped with fendering systems

capable of accommodating the maximum and minimum berthing
energies from the Design Vessels;
The dolphin deck shall be designed with adequate gradients to permit
water runoff. The edge distance between the cope line and the QRH
shall be kept to a minimum;
The dolphins shall be designed with a rough top layer or grating and
with protective hand grips;
The top edges of the cope beam shall be faced with curved steelwork
to protect the mooring lines from chaffing and excessive wear;
A vertical steel access ladder extending to 1 (one) metre below LAT
(i.e. -1.0m CD) and a 5 tonne mooring hook or bollard shall be
provided at each dolphin for small boat access. The ladders shall be
protected so that service vessels including mooring boats and pilot
launches may come alongside to transfer personnel on and off the
dolphins or to handover the messenger line;
The dolphins shall be provided with mooring rings at appropriate
centres (to provide mooring facilities for pilot boats, tugs and other
small craft).
Lay-out of mooring facilities

The mooring layouts, shown on the Definition Drawings, have been designed
according to the recommendations from Oil Companies International Marine
Forum (OCIMF) and Guidelines for the Design of Fender Systems: 2002
(PIANC), taking into account the complete range of vessels expected at
each Berth.
The number of mooring and breasting dolphins at each Berth has been
specified by the Owner on the Definition Drawings. However, the exact
location of the dolphins may be optimised if this is shown to be necessary by
the results of the 3-D physical model tests.
The mooring layout of each berth is shown on the Definition Drawings and
included in Figure 9-2, Figure 9-3 and Figure 9-4. All dolphins shall be
accessible by means of fixed level walkways.
9.6.3
Mooring dolphins
The design loading used for the mooring dolphin design shall be determined
as the maximum loading from the following three load cases:
1. The mooring loads in accordance to the OCIMF recommendations,
taking into account the complete range of Design Vessels expected at
the Berths.
2. Mooring loads resulting from the 3-D physical model tests;
3. The loads in accordance with the maximum load capacities of the
vessel mooring systems as presented in Table 9-1.
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QRH configuration
Double hook
Triple hook
Operational load cases

Extreme load cases
2.0 x vessel winch brake holding 1.8* x mooring line MBL**
capacity (0.6*MBL) = 1.2*MBL**
2.5 x vessel winch brake holding 2.6* x mooring line MBL**
capacity (0.6*MBL) = 1.5*MBL**
* Assumes line to one hook loaded to MBL at failure (with winch malfunction) and other line
loaded to 80% MBL representing OCIMF winch holding capacity.
** MBL = Minimum Breaking Load
Table 9-1. Dolphin Quick Release Hook design data
As no normative currents are expected in the harbour, they shall be ignored

in the OCIMF calculations. The mooring dolphins shall be designed for a
basic wind speed of 30 m/s from any direction.
Mooring shall generally be by breast and spring lines only and the OCIMF
recommendations related to mooring line angles shall be followed for the
Design Vessels. These mooring line angles and the dynamic effects shall be
given full consideration in the Contractors design and shall be verified by 3-D
physical model tests.
The use of head and stern lines shall only be considered in exceptional
circumstances for smaller ships, where the efficient location of mooring
facilities for the majority of vessels makes it unavoidable. fender and mooring
loads shall also be taken into consideration.
The maximum permitted line load is restricted to 55% of the MBL.
9.6.4
Breasting dolphins
The breasting dolphins shall be capable of absorbing the loads from a
moored vessel, all in accordance with the Owners Requirements. Loads
from a moored vessel can be divided into spring line loads on the QRHs and
mooring and berthing loads on the fender systems.
In addition to the mooring loads, the breasting dolphins shall be capable of
absorbing the loads during berthing of a vessel. The corresponding berthing
analysis shall be performed in accordance with guidelines [Trelleborg Marine
Systems, Safe Berthing and Mooring 2007] and [PIANC; Fendering
Guidelines, Report of WG 33; 2002]. It shall be assumed, in the Contractors
design that the vessels can berth against a single dolphin or against multiple
dolphins simultaneously, whichever is the most onerous.
The berthing structures shall be capable of resisting an abnormal berthing
energy over the design life of the structure. The normal berthing energy shall
be determined with a maximum transverse approach velocity for the design
vessels for difficult berthing conditions, at a sheltered location.

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In addition to the values mentioned in the appropriate internationally

recognised codes and standards, Table 9-2 summarises the minimum
required parameters to determine the normal and abnormal berthing energy
for the design vessels, this table is based on the following assumptions:
The vessel will always moor with the bow in a north-easterly

direction;
First contact of the vessel with the berthing structure can be both at
the bow or the stern of the vessel;
Tug assistance;
Difficult berthing conditions, sheltered location;
Dolphin berthing / open structure;
Misalignment: distance (e) between the ships centre of gravity and
the centre of the berth: e = 0.1 * Lpp 15m [EAU2004;
Recommendations of the Committee for Waterfront Structures,
Harbours and Waterways; 8th edition; 2004].
Item
Unit
Displacement with
Tonnes
loaded draft
Under
10,000
Design
vessel
m/s
0.20
speed
Berthing direction
northeast
(direction of bow)
Angle of berthing
10
(maximum)
Abnormal
Impact
1.75
factor (Cab)
Bow or
First contact of
stern
fenders
Table 9-2. Berthing energy design criteria
Vessel size
50,000
10,000
to
to 50,000
100,000
Over
100,000
0.12
0.10
0.10
northeast
northeast
Northeast
10
1.75
1.50
1.50
Bow or
stern
Bow or
stern
Bow or
stern
No plastic deformation of the ships hull should take place during berthing. If
no specific data is available from the vessels, the maximum allowed hull
pressure shall be 200kN/m2 (see [PIANC; Fendering Guidelines, Report of
WG 33; 2002]).
9.6.5
Walkways
Safe access routes (walkways) from the loading platforms to the

breasting and mooring dolphins shall be designed by the Contractor.
These walkways shall also provide a safe escape route during
evacuation of the berth. The arrangement of the walkways is to allow
easy access/egress, safe practice mooring line handling procedures,
to carry cabling for services and to carry cabling for control systems;
The walkways shall have a minimum clear width of 0.75m and shall be
provided with heavy gauge handrails (except where these would

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9.6.6
interfere with mooring lines), knee railing, toe plates and anti-slip
gratings;
Small changes in level along or at the end of the walkways shall be
accommodated with transition plates (maximum steepness shall be
1:12), in other cases stairways shall be applied.
The design of the walkways shall allow horizontal displacements as a
result of movements of the dolphins.
Area lighting
Lighting shall be applied along the Walkways to guarantee sufficient visibility
at all times during 24 hour operations at the Berth.
9.6.7
Berth systems
A system for measuring, recording and displaying mooring line tensions at
each mooring hook shall be provided.
It has been agreed with the Owner that a docking aid system (indicating e.g.
the vessels closing distance to the berth, the vessels closing velocity to the
berth and the vessels closing angle to the berth) is not required.
9.7
Specific requirements - Berth no. 4
9.7.1
General
Berth no. 4 shall accommodate product tankers (white products and asphalt)
and LPG carriers ranging from 1,000 to 35,000 DWT. An exclusion safety
zone shall be adopted around the manifold of moored LPG carriers during
(un)loading and have a diameter of 260m.
The proposed pipelines (number and diameter) from the tie-in to the product
berth are in Chapter 12.4 of this section of the Owners Requirements.
9.7.2
Criteria for Port Development Phase I

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

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9.7.3
Loading Arms
The number and size of loading arms, as well as the space reservations for
future expansion (refer to Port Development Phases I and II) shall be
determined based on the operation requirements, product types, product
flows, etc.
The loading arms shall be designed with an operational envelope and
location on the platforms suitable to handle the complete range of vessels
expected at the Berth at all tides under operational environmental conditions.
The loading arms shall be equipped with emergency release couplings in
case of excessive loading arm motions outside of the loading arm envelope.
Loading arm movement and status shall be monitored with an automatic
monitoring system.
9.7.4
Mooring layout
In Figure 9-2 the layout of Berth 4 is shown. It consists of 3 (three) mooring
dolphins (MD) at each side of the loading platform and 4 (four) berthing
dolphins (BD). Using this configuration the design vessels can be
accommodated during berthing and mooring.
Figure 9-2. Mooring layout berth 4

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9.8
9.8.1
General
Berth no. 5 shall accommodate product tankers (white products and base oil)
ranging from 5,000 to 35,000 DWT and oil tankers (black products) ranging
from 5,000 to 75,000 DWT.
An exclusion safety zone shall be adopted around the manifold of moored
tankers during (un)loading and have a diameter of 40 m. The proposed
pipelines (number and diameter) from the tie-in to Berth no. 5 are presented
in Chapter 12.4 of this document of the Owners Requirements.
9.8.2
Loading Arms
The number and size of loading arms and reservations for future expansion
(refer to Port Development Phases I and II) shall be determined based on the
operation requirements, product types, product flows, etc.
The loading arms shall be designed with an envelope and location on the
loading platforms suitable to handle the complete range of vessels expected
at the Berth at all tides under operational environmental conditions.
monitoring system.
9.8.3
Mooring layout
In Figure 9-3 the layout of Berth 5 is shown. It consists of 4 (four) mooring
dolphins (MD) at each side of the platform and 4 (four) berthing dolphins
(BD). Using this configuration the design vessels can be accommodated
during berthing and mooring.

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9.9
9.9.1
General
Berth no. 6 shall accommodate oil tankers (black products) ranging from
20,000 to 170,000 DWT. An exclusion safety zone shall be adopted around
the manifold of moored tankers during (un)loading and have a diameter of
40m. The proposed pipelines (number and diameter) from the tie-in to the
product berth are presented in Chapter 12.4 of this document of the Owners
Requirements.
9.9.2
Loading Arms
The number and size of loading arms and reservations for future expansion
(refer to Port Development Phases I and II) shall be determined based on the
operation requirements, product types, product flows, etc.
The loading arms shall be designed with an envelope and location on the
loading platforms suitable to handle the complete range of vessels expected
at the Berth at all tides under operational environmental conditions.
monitoring system.

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9.9.3
Mooring layout
In Figure 9-4 the layout of Berth 6 is shown. It consists of 4 (four) mooring
dolphins (MD) at each side of the platform and 4 (four) berthing dolphins
(BD). In this configuration the design ships can berth correctly.
9.10
Design approach
The design of the jetty structures, dolphins, etc. shall meet all requirements
according to the applicable internationally recognised codes and standards
and shall consider all possible failure mechanisms. Several normal, extreme
and seismic load combinations shall be considered, taking into account all
partial load factors and material factors. In accordance with paragraph 4.5,
sufficient redundancy and safety against failure should be left under the
design earthquake conditions.
The Contractor is free to choose the type of structures. This may be
caissons, deck on piles, single piled dolphins, etc.
For the design of foundation piles or single embedded piles (e.g. mono-piles
for dolphin structures) appropriate use of the soil parameters shall be taken
into account, considering aspects such as:
Use of high and low values of the soil parameters;

Cyclic loading;
Piles standing in a sloped bed;
Piles interacting and acting as a pile group;
Liquefaction
Etc.

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When piles are used for the structures or elements, they shall be designed
for the following design considerations:
Bearing capacity;
Overall strength;
Buckling (steel piles);
Sequence of failure;
Etc.
The penetration depth of the piles shall be determined by the sound principle
that the yield capacity in the steel of the piles should be reached before soil
failure would happen.
The foundation structure shall be designed in such a way that the top of the
piles will be the weakest link in the construction and shall fail first.
The bearing capacity of the piles shall be proven by load tests according to
the relevant design codes, standards and specifications.

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10
SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR DREDGING

Dredging is required in order to achieve sufficient depth for all vessels. This
includes dredging for:
Approach channel and turning basin;

Berths;
Quay walls;
Soil improvement for breakwaters, if required:
And all other areas within the harbour.
In the harbour areas, the required depths vary and are mainly dependant on
the vessel drafts. The required depths can be located on the Definition
Drawings. For the Reference Design process the bathymetry was based on
the assumed bathymetry as presented in Section 4.4. The correct bathymetry
shall be determined during the site surveys and investigations. These survey
and investigation results shall be provided to the Contractor and shall be
applied in the EPC design.
The following soil types are provided for information only and shall be used
by the Contractor in his Bid Submission for the types of material to be
dredged until the results of the surveys and investigations are available:
Sand;
Sandstone;
Clayey sand;
Silt.
In the Reference Design the dredging is based on the available and assumed
soil conditions as presented in Section 4.4. The results of the site surveys
and investigations shall be provided to the Contractor and shall be applied in
the Detailed Design.
Based on the soil types detailed above, the type of dredging (equipment)
required may be:
Sand to be dredged by trailer suction hopper dredger or cutter

dredger;
Clay to be dredged by cutter dredger;
Sandstone to be dredged by cutter dredger.
Reference shall be made to the Definition Drawings for the minimum required
dredged depths. In the Reference Design, an additional depth for siltation of
0.25m was considered. However, this depth is dependant on the amount of
silt in the upper layer and hence on the site surveys and investigations.
These survey and investigation results shall be provided to the Contractor
and shall be applied in the Detailed Design.
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An over dredge allowance shall be taken into consideration as stated in the

Owners Requirements. However, any further over-dredging should be
prevented as this will have a negative influence on slope stability and the
stability of structures.
Where dredged material requires disposal, this shall be done offshore, at the
location specified in Figure 10-1.
Dredging Disposal Location
3252.300N
1243.600E
1 NM
PROJECT
SITE
Figure 10-1. Offshore disposal site for dredging works
Offshore disposal shall be carried out with approval from the Engineer.

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11
SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR ONSHORE

BUILDINGS AND FACILITIES
11.1
General
The onshore harbour area shall be envisaged to integrate the onshore
infrastructure in corridors, i.e. allocation of roads, piping, utility systems and
electrical systems shall be close by each other. All shall be designed and
constructed in accordance with internationally recognised codes and
standards, as set in the Owners Requirements.
For future expansion in the harbour, space must be provided for several
control buildings, support buildings, structures and facilities. Definition
Drawings are included in the Bid Documents for the buildings to be provided
under this Contract. When preparing their Bid Submission, the Contractor
should only allow for the space required for future onshore buildings and
structures. However, the Contractor shall include within their Bid Submission
of all infrastructure and service provision of any kind required/envisaged for
the onshore buildings and structures.
11.2
Buildings and facilities

The buildings, structures and facilities allocated in the onshore harbour area
and the space reserved for them, as included in the Reference Design, are
listed in Table 11-1.
Space occupation
taken into account
Administration building
56.9 x 12.85 m
80 x 40 m
Fire/foam station
25.7 x 10.3 m
30 x 30 m
Warehouse/workshop
35.0 x 60.0
45 x 60 m
Gate houses (2x)
8.75 x 6.75 m
15 x 10 m
Switchgear station(s)
13.25 x 8.75 m
15 x 15 m
Ballast water treatment plant (5 tanks)
127 x 194 m
130 x 200 m
Bunker tanks (2 x 10,000 m3)
150 x 75 m
Table 11-1. Space occupation of onshore harbour elements
Item
Dimensions
It shall be noted that technical drawings for the Administration building,

Fire/foam station Gate houses, Workshop and switchgear stations with
dimensions as set out in Table 11-1 are included in the Bid Documents
(Annex A and B in Exhibit C2) and shall be included in the Contractors
design. These buildings shall be constructed in Port Development Phase I.
The latter two facilities are part of Port Development Phase II, and only their
space occupation shall be reserved in the EPC design.

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The administration building shall accommodate the harbour main control

room and the general harbour services department. This building shall have
an unrestricted sight onto the harbour area and the sea. In the space
occupation for this building, additional parking spaces shall be provided.
The fire/foam station shall provide equipment and services in case of
emergencies in the port area. This station shall be connected to the main
refinery fire fighting system for the supply of water and/or foam.
Two gate houses shall be allocated in the harbour area (see paragraph 11.4).
Switchgear buildings shall provide the local distribution of the power supply
for the different harbour elements such as the Berths. A safety distance of
15m around the switchgear building shall be taken into account.
The Workshop shall envisage a safe working environment. The Workshop
shall be equipped with an overhead crane with a load capacity of 5 tons The
crane shall provide services to the whole area of the Workshop.
The construction of the ballast water treatment system is planned in Port
Development Phase II for which space occupation shall be taken into
consideration during Port Development Phase I. The ballast water treatment
system shall comprise two pipelines of suitable diameter to all product berths,
ballast water tanks and all required accessories such as pumps, valves etc.
In Port Development Phase II bunker fuel oil shall be imported in to the
harbour and this product shall be transported to two onshore bunker tanks.
Bunkering of vessels shall be done by bunker shuttle tanker. Pipelines from
the bunker tanks to Berth no. 7 and all required accessories shall be provided
for and space occupation of these items shall be taken into consideration
during Port Development Phase I.
Considering the harbour and the refinery as two separate operating systems,
the provision of a harbour workshop/warehouse in the onshore harbour area
shall be taken into account. In the Reference Design, the space occupation
of this building is assumed at 60 x 45m. The Contractor shall detail the
design in the EPC phase during Port Development Phase I.
11.3
Access roads
A access road shall be provided to link the main facilities within the harbour
area and to link the new harbour to:
The refinerys main roads network;

The public road network, via a separate entrance to the harbour area.
This road shall circumvent the refinery and tank park areas around the
east side of the refinery.

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The main road has the following requirements:
A single carriageway in both directions, with hard shoulders on both

sides;
Suitable for heavy trucks (50 tonnes) and normal vehicles (2 tonnes);
Road to be provided with suitable, durable paving;
Road to be provided with suitable street lighting (according to the lux
levels specified in Chapter 13.10), markings, street signs etc., as
required for safe traffic use;
Space allocation for expansion to a dual carriageway in both directions
plus hard shoulders;
A sufficient overhead clearance shall be taken into consideration.
Secondary roads within the harbour area shall meet the following
requirements:
A single lane with additional spaces for passing and soft shoulders;
Suitable for light trucks (5 tonnes) and normal vehicles (2 tonnes), but
also occasionally heavy trucks (50 tonnes);
Road to be provided with suitable, durable paving;
Road to be provided with suitable street lighting (according to
specifications in Chapter 13.10), markings, street signs etc., as
required for safe traffic use;
A sufficient overhead clearance shall be taken into account.
Security and inspection roads within the harbour area shall meet the
following requirements:
11.4
A single lane with additional spaces for passing;

Suitable for light trucks (5 tonnes) and normal vehicles (2 tonnes);
Road to be provided with gravel and asphalt surface.
Security gates and fencing

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

Height of 2.40 m;
The security fence shall be kept free from objects and obstacles.
A refinery gate shall be provided in the security fence. This access/exit gate
shall be located at the passage from the refinery area to the harbour area at
the east side of the existing crude oil tank farm (see the Definition Drawings).
The gate shall comprise:
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A gate house with a gate control system, a video recording system

and all other required facilities for efficient gate operations;
Two electronically operated barriers (one per lane) at either side of the
control booth;
Telecommunication system linked directly to the refinery main control
room and the harbour administration building;
Electronic access/exit system of authorised personnel;
Sufficient lighting in the vicinity of the gate.
A public gate shall be located eastward of the planned future tank park
expansion, providing the access/exit to the public road network. This gate
shall comprise the same items as mentioned above.
11.5
Sewage system
The sewage system for the buildings is designed taking into account an
occupation of 1 employee per 10 m2 in general and 1 employee per 50 m2 for
the warehouse / workshop. The total occupation for the relevant buildings is
Item
Dimensions
Administration building
56.9 x 12.9 m
Fire/foam station
25.7 x 10.3 m
Warehouse / Workshop
35.0 x 60.0
Table 11-2. Number of employees per building
Employees
75
26
42
The sewage water from the buildings shall be collected in a collection sewer
pipeline. The collection sewer pipeline is connected to a catch pit (sewage
pumping station). The collection sewer pipeline shall be provided with
manholes for service and maintenance.
Collected sewage water shall be pumped trough a pressure pipeline to the
sewage tie-in near the existing plant.
The gatehouses shall be provided with a septic tank for the collection of
sewage.
11.6
Buildings and facilities during harbour construction works

During construction of the harbour the following facilities are required:
Storage space for construction materials such as quarry rock,

concrete elements, steel and other materials;

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Storage space for construction equipment when it is not in use, to be

repaired or remaining as backup;
Offices, canteen, and all required facilities;
Work roads for construction equipment in the harbour area.
The space requirements and provision of the above items shall be

determined and conducted by the Contractor and detailed in his Bid
Submission.
Possible locations for the above facilities are:
11.7
At the east side of the existing crude oil tank farm an area is reserved
for future tank park expansion. This area has approximate dimensions
of 500 x 200 m;
Part of the onshore harbour area can be allocated temporarily, e.g. the
area between the main breakwater and the tie-in point.
Site preparation
Contractor shall prepare the site for construction of the buildings and
facilities, such as levelling (cut and fill), compaction and sanitising of the
onshore harbour area.
Elevation levels for several harbour areas have been included in the
Reference Design as detailed on the Definition Drawings. However, the
Contractor shall determine and include the required levels, the amount of
additional required material or the removal of excess material, in the EPC
design.
The Contractor shall relocate the Azzawiya sewage outfall eastward in
accordance with the Owners Requirements and as detailed on the Definition
Drawings.

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12
SPECIFIC
CONDITIONS
AND
12.1
General
DESIGN
CRITERIA
FOR
The mechanical installations shall include all items related to the transfer of
oil products and utilities. The project scope shall include all facilities on the
berths and quays up to the onshore tie-in point.
Onshore facilities beyond the tie in point, e.g. pumps, tank storage and piping
systems on the refinery are not included. Utilities, such as potable water and
fire water, shall be supplied by ARC at sufficient capacity and pressure on
the tie-in point. From the tie-in point towards the harbour these facilities are
included in the Works for the Project.
12.2
Product throughput capacities

The type, number of products and throughputs for the Project are different for
the existing and the future operations (i.e. after Refinery Revamp I and II).
The throughput capacities as provided by the Owner are presented in Table
2-1.
The throughput capacities in the existing situation shall be accommodated in
Port Development Phase I. Further in the future, when the Refinery Revamp I
and II are completed, the corresponding throughput capacities shall be
accommodated in Port Development Phase II.
The different commodities are combined into groups of products with about
the same characteristics, which can be transported through the same
pipeline. These groups are:
Black products: Crude oil, heavy fuel oil, reduced crude oil and bunker
fuel oil;
White products: Product numbers 3 to 9 in Table 2-1, such as gasoline
and kerosene;
Base oil, which is transported through a dedicated pipeline;
LPG, which is transported through a dedicated pipeline;
Asphalt, which is transported through a dedicated pipeline.
The throughput capacity of black products will increase from 13.5 million
tonnes/year in Port Development Phase I to 24.8 million tonnes/year in Port
Development Phase II.
The throughput capacity of white products will decrease from 3.16 million
tonnes/year in Port Development Phase I to 1.7 million tonnes/year in Port
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The throughput capacity of base oil will increase from 50,000 to 60,000
tonnes/year.
New commodities are LPG and asphalt, with throughput capacities of
250,000 million tonnes/year and 80,000 tonnes/year, respectively, in Port
12.3
Main product specifications

The main properties for the design of handling equipment, pipelines, etc of
the abovementioned products are the density and viscosity (see Table 12-1).
Product
Density (kg/m3)
Crude oil
830
Fuel oil
930
Reduced crude
Bunker fuel oil
1030
970*
Gasoil
840
SRN
690
Kerosene
800
Gasoline
PY GAS
MTBE
Base oil
LPG
Asphalt
750
800
740
900*
550
1040
Kinematic viscosity (mm2/s)

2.272 @ 40C
1.936 @ 50C
101.46-121.95 @ 50C
21.91-26.8 @ 80C
700-1300 @ 50C*
211-640 @ 50C*
4.314 @ 40C
4.031-14.65 @ 50C
3.538-10.703 @ 60C
N/A
1.31-2.21 @ 40C
1.15-1.88 @ 50C
0.41-0.71 @ 40C
0.40-0.70 @ 40C*
0.27@ 20C*
5.0-60 @ 40C*
N/A
300 min @ 135C
* These densities are estimated due to unavailability of product data sheets
Table 12-1. Product density and viscosity
12.4
Product pipeline systems
12.4.1
General
General requirements as per international standards are:
All piping shall be arranged to provide sufficient clearance for technical

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

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12.4.2
All piping shall be routed such as to provide a simple and economical

layout allowing for easy support and adequate flexibility;
Allocation of small pipelines between large pipelines shall be avoided.
Pipelines in Port Development Phase I

The following pipelines shall be routed from the tie-in point via the trestle to
Berths 4, 5 and 6 (capacity, size, etc. to be determined by Contractor):
Two pipelines with accessories for handling crude oil, reduced crude
oil and fuel oil shall be routed to Berth no. 6;
A branch from these two pipelines shall be routed to Berth no. 5 for
handling crude oil, heavy fuel oil, reduced crude oil (and bunkering
fuel oil in Port Development Phase II);
Two pipelines of suitable diameter with accessories for handling white
products shall be routed to Berths no. 4 and 5;
One pipeline for handling base oil shall be routed to Berth no. 4;
Sufficient utility pipelines shall be routed to Berths 4, 5 and 6;
Fire fighting system pipelines shall be routed to each berth.
Where two pipelines are indicated, one pipeline may be used for flushing the
pipeline when a product change in the pipeline is required.
12.4.3
Pipelines in Port Development Phase II

In the overall harbour layout, required space shall be reserved for the
following pipelines (capacity, size, etc. to be determined by Contractor):
12.5
One pipeline of suitable diameter for handling white products shall be

routed to Berth no. 4 and 5 and directly to the BMC tank farm;
One additional black products pipeline from Berth 5 to tie-in point;
Bunkering pipeline(s) shall be connected to Berth no. 7 and to two
tanks;
Two ballast water pipelines shall be connected from the ballast water
treatment plant to Berth no.4, 5 and 6;
One asphalt pipeline and one flushing pipeline (all electrically heat
traced) shall be connected to Berth no. 4;
One LPG pipeline and one equilibrium pipeline shall be connected to
Berth no. 4.
For K0- and K1-products sufficient pipelines for vapour recovery shall
be provided and connected to a vapour recovery treatment facility.
Loading arms
For cargo transfer, steel loading arms and swivel joints are required over
hoses or loading arms with hose segments. Loading arms should be
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designed to prevent overstressing the vessels manifold connection. Loading

arm movement and actual status shall be monitored.
12.6
Existing and required pump capacities

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

(m3/hr)
4750
1500
N/A
750
1500
N/A
N/A
500
Crude oil
Heavy fuel oil
Reduced crude
White products, but kerosene
Kerosene
Base oil
LPG
Asphalt
* E = export and I = import
Table 12-2. Required future pump capacities
12.7
Future pump capacity

(m3/hr)
7500 (E)
2000 (I)
2000 (I)
1650 (E)
1650 (E)
625 (E/I)
2000 (I)
350 (E)
Pipe insulation and heat tracing

High pour point hydrocarbons may require heat tracing and/or insulation.
Design considerations for pipelines shall include temperature requirements,
thermal expansion, clearance for insulation at pipe supports, insulation type
and insulation protection (weather and mechanical).
12.8
Tie-in point
During Port Development Phase I the following tie-in branches shall be
executed on the existing refinery valve manifold, in order to link up to the
proposed piping for the new harbour:
Two pipeline branches for black products;

Two pipeline branches for white products;
One pipeline branch for base oil;
One pipeline branch for fire fighting.
Connections for utilities (water, N2, etc.) and slops shall tie-in on sources at
the refinery site of ARC.

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The tie-in point shall incorporate space reservation for pipelines in Port
Development Phase II:
Two pipeline branches for LPG;

Two pipeline branches for asphalt.
The tie-in point branches for black and white products shall be carried out in
close cooperation with ARC. A well-planned shut down period shall be
required for the construction of these branches with the related valves. This
shut down period shall be minimised and details provided in the Contractors
Bid Submission.
12.9
Vapour control
Vapour emission control requirements for product transfer operations at the
berth shall include vapour collection and return or processing systems, as
specified by international requirements (see Appendix A).
12.10
Emergency shutdown system

Emergency shutdown systems should be provided at all product transfer
facilities. When fire protection and/or vapour detection systems are activated,
they shall automatically activate the emergency shutdown system.
The emergency shutdown system shall shut down all flow and provide a
visual and audible indication to personnel in the area as well as supervisory
personnel in the control room.
12.11
Fire Fighting
Minimum provisions for fire fighting at the jetties shall be provided according
to OCIMF:
Fire main incorporating isolating valves and fire hydrants with a fire
water supply of 700 m3/hr;
Portable and wheeled fire fighting equipment;
Fixed foam/water monitors and appropriate bulk foam concentrates
supplies.
The fire water supply is provided by ARC at the onshore tie in point and will
have a reserve for fire fighting purposes equivalent to at least 4 hours
continuous use at the maximum design capacity of the fire fighting system.
The fire water flow rate and pressure provided by ARC at the onshore tie in
point shall be sufficient to cover the anticipated credible sized fire.
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Hydrants shall be placed at intervals of not more than 45m in the berth areas
and not more than 90m along the approach or access routes. Hydrants shall
be readily accessible from roadways or approach routes and be located or
protected in such a way that they will not be prone to physical damage.
Fixed foam/water monitors shall be provided on towers or on top of the ship
to shore staircase structures in order to ensure foam discharge above
maximum high tide/unballasted ship freeboard height for adequate coverage
of the ships manifold.
The monitors shall be supplied from the berth fire main and manually
activated individually from a remote motorised isolating valve.
The remote control point for the elevated monitors shall be sited in a safe
location, at least 15m from the probable location of fire.
12.12
Drainage control and spill confinement on the marine jetties

Surface drainage control on the jetties is an important aspect in isolating
possible spill fires as well as in protecting the environment. The jetties shall
have covered or enclosed sumps for collecting loading arm and line
drainage. The sumps shall be vented through a pressure-vacuum vent to a
safe location, provided with automatic pump-out facilities and a high level
alarm which registers at a constantly manned location.
The area around each loading arm and accompanying manifold valve shall
be sloped to a dedicated basin that drains to the collection sump.
12.13
Piping based utility systems

Piping based utilities shall be designed in accordance with the applicable
piping engineering practices, codes, and standards, such as ASME B31.3
and may include:
Nitrogen supply;
Compressed air;
Potable (fresh) water;
Sewage system;
Slops and spillage system;
Fire fighting water system.
These utility systems shall be connected to existing utility systems on the

refinery. The exact and most optimal location of these utility piping tie-in
points shall be determined in close cooperation and together with the ARC
refinery requirements.
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12.14
Trestle slope gradient

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

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13
SPECIFIC
CONDITIONS
AND
ELECTRICAL
INSTALLATIONS,
COMMUNICATION
13.1
General
DESIGN
CRITERIA
INSTRUMENTATION
FOR
AND
The electrical installations include the power supply for all electrical harbour
elements, such as pumps, valves, loading arms and lighting. In addition the
control system and telecommunication system shall be included as electrical
installations.
13.2
Existing availability and reliability of power supply

The existing electrical distribution system (medium voltage) is in good
technical state and has been maintained correctly
The age of the existing electrical installations varies between 7 and 18 years.
In 1999 the electrical distribution system was mostly revamped. The
revamped parts are of a modern, proven design and make.
Non-availability of the electrical system is mainly influenced by periodic
maintenance. During periodic maintenance stops the substations are
shutdown for electrical inspection and maintenance. This implies that every
year the harbour power supply will also be shutdown for approximately 3
days.
13.3
Climatic conditions
The design of electrical installations, process control, instrumentation
systems and communication systems shall be based on following climatic
conditions:
13.4
Climate: Wet-salty;
Ambient temperature: Minimum 5C, maximum 46C;
Relative humidity: 89% at 45C;
Altitude: Sea level (less then 1000 A.S.E);
Highly corrosive environment subject to petrochemical and chemical
agents and salty atmosphere;
Presence of sand and sandstorms.
Building standards
The electrical design shall be based on international standards. All materials
and equipment shall comply with:
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The latest issue of the applicable IEC Standards;

The latest issue of the applicable regulations and/or guidelines of the
IEEE (Institute of Electrical and Electronics Engineers);
If both IEC standards and IEEE regulations / guidelines do not exist for
certain installations and materials, the latest issue of the applicable
VDE Standard must be used.
In addition to these general standards, the installations shall also comply with
the latest version of the applicable General Engineering Specifications,
issued by the National Oil Corporation of Libya (NOC).
Where there are differences between General Standards and the General
Engineering Specifications the most severe requirement shall be followed. If
this is not clear the Owner and/or his representative will make the final
decision.
13.5
Electrical design basis

The existing electrical distribution network is shown on drawing EC-3B-42000
revision 9 (date 24 June 2000) which can be obtained by the Owner. It is a
star shaped grid configuration with 1 out of 2 redundancy in all
interconnections between substations and also in transformers. The general
characteristics for the electrical power supply are:
Power from 3 steam turbines, each 6.25 MW / 7.2 MVA, normal

operation 2 operating, 1 standby;
1 gas turbine, 19 MW / 23 MVA, normally in operation at set point 7
MW;
2 incoming feeders from the local grid, capacity 8 MW at minimum
power factor 0,9, 1 feeder hot standby but with minimum load, 1
feeder switched off;
Nominal power consumption of the whole plant 13 MW;
Power Factor requirement at least 0.9.
Based on the available generator capacity, the loads of existing installations

and the expectation that the new harbour installation will have an average
power consumption of 2 MVA maximum, the connection of the new harbour
to one of the existing 6.6 kV distribution boards seems a feasible option.
Voltage levels are:
Medium voltage 6.6 kV AC;

Low voltage 400 V AC;
Service voltage 230 V AC;
Frequency AC 50 Hertz;
Control voltage 110 VDC.

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The design current of existing high/medium voltage network for ES1 and ES3
is 2000 Ampere. The indicated short-circuit duty in the medium voltage
network is 350 MVA (thermal short circuit current is therefore 31 kA). Where
a 6.6 kV distribution board and/or network are expanded, the technical
specifications of the new part shall be equal to or better than those of the
existing parts.
Influence of contribution of electric motors to the short circuit current shall be
taken into account.
13.6
Electrical substations
The required electric power supply for the harbour shall be delivered directly
from the existing ARC 6.6 kV substation ES3, feeder A34 and feeder B9.
These feeders are part of different sections of ES3 so redundancy in the
power supply is granted.
Power consumption calculations and design decisions shall be made for the
electrical configuration in the new harbour and included in the Bid
Submission.
Power to the new harbour will be supplied via 2 cable connections on 6.6 kV
level. In the onshore harbour area (but outside the hazardous area), a local
substation shall be built equipped with a 6.6 kV distribution board and 2
transformers 6.6 kV / 400 V. The rating of busbars, cables and transformers
shall be determined in the detailed EPC design phase based on load
calculations.
The new substation shall be designed according to following redundancy
concept:
Medium voltage cabling: 1 out of 2 redundancy;

Transformers including outdoor medium voltage disconnecting switch,
1 out of 2 redundancy;
Low voltage main distribution board with two separated busbar
systems, each busbar supplied from one transformer. The busbars
can be connected by a busbar coupler. LV main distribution board to
be equipped with a connection facility for a mobile diesel generator
set;
To each piece of equipment one feeder cable shall be installed.
Redundant equipment, for example one main pump and one spare
pump, shall be supplied from different busbars. Loading arms are
single systems and shall therefore have a single electrical feeder.
Redundant cabling systems shall have sufficient separation to avoid common

cause failures in case of fire or mechanical damage. On the loading platforms
cabling shall be installed in covered cable trays, to protect cables against UVlight.
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The harbour substation shall be equipped with following utilities:
13.7
Uninterrupted power supply including batteries with sufficient capacity

(4 hours autonomy time) to provide control power 110 VDC for the
substation;
Lighting panel and lighting installation for service connections (wall
plugs, lighting, power supply to other utilities, etc.), with two separated
busbars, each connected to a different section of the main LV
distribution board;
Ventilation and air conditioning system with sufficient capacity for
maintaining the temperature in the electrical rooms lower than 25 C
under all weather conditions;
Fire detection and extinguishing system based on FM200
extinguishing gas;
Power factor compensation system to increase power factor to at least
0.9.
Transformers
Transformers shall be equipped with their own maintenance breaker installed
in the direct vicinity of the transformer. Transformers shall be installed
outside and are cooling type ONAN (Oil Natural Air Natural).
Transformers will normally not be operated in parallel. Only short parallel
operation is allowed during switchover of transformers. Switchover of
transformers is performed automatically (ACO). The electrical design shall be
based on single transformer operation.
13.8
Control system and instrumentation

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

Safety and Emergency Shutdown system (ESD);
Fire and Gas system (F&G);
Field instruments such as pressure level, flow transmitter, density
transmitter, on/off control valves;
Loading Arms Monitoring System;
Cathodic Protection/impressed current system.

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The harbour control system shall enable control interaction with the future
DCS for Refinery and Tank farm control for the following purposes:
Status monitoring of harbour installations (for example general alarms,

availability of pipe routes);
Exchange of operational information (for example instrument
measurement values, or starting and stopping of pumps);
Interlocking signals (stopping of pumps in case of emergency in the
harbour).
The harbour control system shall be designed to have sufficient capacity to

accommodate the Port Development Phases I and II requirements. The
harbour control system shall include operator interface installed in the
harbour control room. The operator interface shall be constituted by an
interactive work station equipped with data display console, keyboard and
printer and it will be able to manage the supervision, control, graphic
presentation, alarms, messages and diagnostic functions. The control
modules and work station shall be connected by a data communication
system based on open architecture.
The DCS shall be interfaced with the refinery DCS at the Oil Movement
Control Room through standard protocols and communication medium such
as Modbus, RS232 and RS485.
Furthermore connection points for information exchange with the ROO and
BMC control rooms shall be included in the design of the harbour control
system.
13.9
Communication and security systems

The design of communication and security systems shall include, but not
limited to:
Radio communication;
Security cameras (CCTV system);
TEL and Exchange System;
Working Area Calling System.
These systems shall be installed such that service is maintained during

emergency situations, such as a fire.
Radio communication with ships is possible from 3 locations (i.e. existing
small craft harbour office, fire fighting station and oil movement control room).
All communication with ships is transmitted through the central antenna mast
near the administration building. The existing telecom system is old and
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incorporation into the new harbour telecom installation is not considered

feasible.
The new harbour shall be equipped with a new and modern telecom system.
However, the operational interaction between the new and existing telecom
system will require further investigation.
The harbour telecommunication system shall comply with latest versions of
IALA Aids to Navigation Guide (Navguide).
13.10
Lighting installation
The lighting installation shall supply sufficient lighting for operation as well as
maintenance. The design of the lighting installation for the harbour shall be
based on following minimum lighting levels measured at 1.0m from floor or
surface:
Berth working areas 25 Lux;

Access routes and roads 25 Lux;
Ship landings 50 Lux;
Stairways 50 Lux;
Electrical rooms 500 Lux;
Maintenance rooms 300 Lux;
Offices and Operator rooms 300 Lux;
Any other rooms 200 Lux.
Evenness of lighting shall be 0.75 or better and a depreciation factor of 0.8

shall be included in the lighting levels. This means that the measured luxlevels at the moment of completion of the installation must be at least 25%
above the specified minimum levels.
13.11
Navigation lights
Harbour navigation lights shall be installed on both breakwaters. During
construction activities, temporary navigation lights must be installed. The
navigation lights shall be solar powered.
Harbour navigation lights shall comply with latest versions of IALA Aids to
Navigation Guide (Navguide).
13.12
Marine environmental monitoring system

The new harbour shall be equipped with a marine environmental monitoring
system, which shall provide hydraulic and meteorological data. The system
shall measure the following physical conditions near the harbour entrance:
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13.13
Air temperature;
Atmospheric pressure;
Wind (velocity and direction);
Waves (height and period);
Current (velocity and direction).
Tide level
Fire and Gas system

An automatic detection and alarm system shall be provided to alert personnel
or initiate a system to respond in an emergency situation, in order to reduce
loss of life and property due to fire or a hazardous condition.
The Fire and Gas system to be installed shall detect smoke, fire, gas in the
harbour buildings and on all berths. The system shall be interfaced with the
DCS and shall provide alarms in the existing Fire Brigade Station.
Remote Alarm Indicator shall be installed in the Tank farm Control Room,
which shall display the status of the harbour fire alarm system.
13.14
Grounding/bonding
Static electricity may be generated during loading/unloading operations.
Bonding provisions shall be installed to allow for the equalization of electric
charge between all conductive parts within the hazardous areas in order to
prevent ignition by static discharges.
All electrical equipment and systems shall be grounded in accordance to the
applicable standards.
The system shall be connected to ARCs existing General Ground System.

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APPENDIX A

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British Standards:
BS 6349 Maritime structures:

- Part 1 General criteria;
- Part 2 Design of quay walls, jetties and dolphins;
- Part 4 Design of fendering and mooring systems;
- Part 5 Code of Practice for dredging and land reclamation.
BS 5400 Steel, concrete and composite bridges:

- Part 2 Specification for loads;
- Part 3 Code of Practice for the design of steel bridges;
- Part 6 Specification for materials and workmanship, steel;
- Part 9 Code of Practice for design of bridge bearings;
- Part 10 Code of Practice for fatigue;
- Part 10C Charts for the classification of details for fatigue.
BS 8002 Earth retaining structures.
BS 8004 Code of Practice for Foundations.
BS 8110 Structural use of concrete:

- Part 1 Code of Practice for Design and Construction;
- Part 2 Code of Practice for special circumstances.
BS EN ISO 1461 Hot Dip Galvanised Coatings on Fabricated Iron

and Steel.
BS - Primary standard for mechanical & electrical installations.
Eurocodes:
BS EN 1990: Basis of Structural Design

BS EN 1991: Actions on Structures
BS EN 1992: Design of Concrete Structures
BS EN 1993: Design of Steel Structures
BS EN 1994: Design of Composite Steel and Concrete Structures
BS EN 1995: Design of Timber Structures
BS EN 1996: Design of Masonry Structures
BS EN 1997: Geotechnical Design
BS EN 1998: Design of Structures for Earthquake Resistance
and all derivative and related BS-EN-codes
Codes for additional guidance:
ASME Codes B31.4 - Primary standard for Petroleum Refinery piping.

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EAU 2004 - General maritime structures - recommendations of the

committee for waterfront structures, harbours and waterways, 2004;
The Rock Manual The use of rock in hydraulic engineering;
PIANC:
- Guidelines for the design of fender systems, 2002;
- Approach channels a guide for design, 1997;
- Criteria for moored ships in harbours, 1995
- Dangerous cargoes in ports, 2000;
OCIMF Mooring equipment guidelines;
NFPA 30 - Flammable and Combustible Liquids Code.
American codes and standards: AASHTO, ACI, AISC, API, ASCE,
AWS, etc.;
ASTM international codes;
IP codes;
IALA: International Association of Marine Aids to Navigation and
Lighthouse Authorities;
ISPS: International Ship and Port facility Security code;
SIGTTO: Society of International Gas Tankers and Terminal
Operators.

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23 June 2009
APPENDIX B

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 115 -
23 June 2009
The average vessel or batch size is determined from the 2006 actual
throughputs (Table 1) and the 2006 vessel arrivals (Table 2) as provided by
the Owner.
Berth
Product
Import
(tonnes)
928,966
Export
(tonnes)
-
Total throughput
(tonnes)
Gasoil
Vacuum
7,051
14,675
SBM1
1,986,938
gasoil
SRN
659,623
Kerosene
376,623
PY Gas
58,243
MTBE
68,772
CBM2
770,504
Base oil
17,969
Gasoline 625,520
Reduced
107,490
crude
SBM3 Crude oil
9,376,337
8,433,008
Heavy
835,839
fuel oil
Table 1. 2006 throughputs per product and per berth
Import
Export
(tonnes)
(tonnes)
Gasoil
40
Vacuum gasoil
1
SBM1
SRN
33
Kerosene
23
PY Gas
7
MTBE
9
CBM2
Base oil
2
Gasoline
28
Reduced crude
3
SBM3
Crude oil
91
Heavy fuel oil
31
89
179
Total
Table 2. 2006 ship arrivals per product and per berth
Berth
Product
Throughput
capacity (tonnes)
2,208,000
1,000,000
13,500,000
Total ship arrivals per

berth
97
46
125
268
The existing average vessel or batch size is determined from the 2006
information as presented above. The maximum vessel size is provided by the
Owner. The average and maximum vessel size is presented in Table 3.
The future vessel sizes are deducted from the existing vessel sizes and
information provided by the Owner.

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 116 -
23 June 2009
Product
Crude oil
Port Phase I
Average
vessel size
(DWT)
92,500
Av./Max.
vessel size per
product group
(DWT)
92,500/170,000
Port Phase II
Average
vessel size
(DWT)
95,000
Av./Max. vessel
size per product
group (DWT)
95,000/170,000
Fuel oil
Reduced
crude
Bunker
fuel oil
25,000
20,000
Gasoil
SRN
Kerosene
Gasoline
PY GAS
MTBE
22,500
20,000
16,500
22,000
8,500
7,500
22,500
20,000/35,000
Base oil
9,000
9,000/16,000
9,000
9,000/16,000
15,000
15,000/30,000
LPG
35,000
25,000
30,000/50,000
35,000
16,500
25,000/50,000
20,000/35,000
22,000
Asphalt
5,000
5,000/10,000
Table 3. Average and maximum vessel size in Port Development Phases I and
II per product and product group

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 117 -
23 June 2009
APPENDIX C
SPECIFICATION OF TUGBOAT AND HEAVY

CARGO VESSEL

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 118 -
23 June 2009

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 119 -
23 June 2009
Happy Buccaneer:

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 120 -
23 June 2009

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 121 -
23 June 2009
APPENDIX D
SPECIFICATION OF SELF PROPELLED
MODULAR TRANSPORTER (SPMT)

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 122 -
23 June 2009

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 123 -
23 June 2009

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 124 -
23 June 2009
APPENDIX E

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 125 -
23 June 2009
Design vessels at berth 4

Item
1,000
DWT
Tanker
1580
1,000 DWT
Gas
carrier
2,480
35,000
DWT
Tanker
44,000
Displacement
loaded
(tonnes)
Displacement
ballasted
700
20,000
(tonnes)
Capacity (m3)
1500
3,170
40,000
Manifold forward of midship
5
5
10
(m)
Manifold aft of midship (m)
5
5
10
Total manifold range (m)
10
10
20
Length over all Loa (m)
61.0
71
190
Length
between
58.0
66
183
perpendiculars Lpp (m)
Breadth Bs (m)
10.2
11.7
29.0
Draught ballasted (m)
2.45
3.6
6.25
Draught loaded (m)
4.0
4.6
11.0
Depth to upper deck (m)
4.5
5.6
15.5
Freeboard ballasted (m)
2.05
2.0
9.25
Freeboard loaded (m)
0.5
1.0
4.50
85
150
580
Front wind area ballasted
(m2)
280
465
2200
Side wind area ballasted
2
(m )
Power (hp)
14,000
Pump capacity (m3/hr)
250-500
3000
Minimum breaking load of
60
60
60
mooring lines (ton) *1)
8
8
10
Number of galvanized steel
1)
(32mm)
(32mm)
(32mm)
wire mooring lines (-) *
*1) The MBL, diameter and number of mooring lines are only indicative.
Design vessel particulars for berth 4

Final Report
35,000
DWT Gas
carrier
56,800
72,500
10
15
25
210
200
33.0
9.65
12.3
17.0
7.35
4.7
1040
3960
60
12
(32mm)
9R4944K0/R0423/901835/Rott/Rev0
- 126 -
23 June 2009

Item
5,000 DWT
Tanker
7500
3465
7500
8
7
15
105
100
35,000 DWT
Tanker
44,000
20,000
40,000
10
10
20
190
183
75,000 DWT
Tanker
91,000
38,500
90,000
8
7
15
235
227
Displacement loaded (tonnes)

Displacement ballasted (tonnes)
Capacity (m3)
Forward of midship (m)
Aft of midship (m)
Length between perpendiculars Lpp
(m)
Breadth Bs (m)
16.0
29.0
35.0
4.0
6.25
7.48
Draught loaded (m)
6.60
11.0
14.0
8.0
15.5
19.9
4.0
9.25
12.42
1.40
4.50
5.9
2
Front wind area ballasted (m )
205
580
915
Side wind area ballasted (m2)
725
2200
3600
Power (hp)
14,000
20,000
500-1000
3000
7000
Minimum breaking load of mooring
60
60
80
1)
lines (ton) *
8
12
12 (36mm)
Number of galvanized steel wire
(32mm)
(32mm)
mooring lines (-)*1)

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 127 -
23 June 2009

Item
20,000 DWT
Tanker
25,400
11,400
27,000
14
6
20
177
166
22.4
5.67
9.53
12.0
6.33
2.47
445
1650
9600
2000
60
170,000 DWT
Tanker
200,000
80,500
200,000
20
0
20
310
296
49.0
9.10
17.5
25.0
15.9
7.50
1430
5830
30,000
10,000-14,000
100
Displacement loaded (tonnes)

Displacement ballasted (tonnes)
Capacity (m3)
Forward of midship (m)
Aft of midship (m)
Length between perpendiculars Lpp (m)
Breadth Bs (m)
Draught loaded (m)
Front wind area ballasted (m2)
Side wind area ballasted (m2)
Power (hp)
Minimum breaking load of mooring lines
(ton) *1)
Number of galvanized steel wire mooring
10
16
lines (-)*1)
(32mm)
(40mm)

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 128 -
23 June 2009
APPENDIX F

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 129 -
23 June 2009
DOC NO:
1620-EA-A4-70010 Sheet 1 of 4
ARUIJ
REV.
Simultaneous
Consumption
(kW)
PREP.
Driver
Tag
No.

6-3-2009
List of Electrical Power Consumers

Equip.
Tag
no.
1625-P-0001
1625-PM-0001
1626-P-0001
1626-PM-0001
1627-P-0001
1627-PM-0001
1620-P-0001
1620-PM-0001
1625-P-0002
1625-PM-0002
1625-P-0003
1625-PM-0003
1625-P-0004
1625-PM-0004
1625-P-0005
1625-PM-0005
1626-P-0002
1626-PM-0002
1626-P-0003
1626-PM-0003
1626-P-0004
1626-PM-0004
1626-P-0005
1626-PM-0005
1627-P-0002
1627-PM-0002
1627-P-0003
1620-PM-0003
1627-P-0004
1620-PM-0004
1627-P-0005
1620-PM-0005
Description
PUMPS
Spill transfer pump
Electric driver
Spill transfer pump
Electric driver
Spill transfer pump
Electric driver
Spill transfer pump
Electric driver
Foam concentrate pump
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Sewage pump
Sewage pump
1625-GV-0001
1625-GVM-0001
1625-GV-0002
1625-GVM-0002
1625-GV-0003
1625-GVM-0003
1625-GV-0004
1625-GVM-0004
1625-GV-0005
1625-GVM-0005
1625-GV-0006
1625-GVM-0006
1625-GV-0007
1625-GVM-0007
1625-GV-0008
1625-GVM-0008
1625-GV-0009
1625-GVM-0009
1625-GV-0010
1625-GVM-0010
1625-GV-0011
1625-GVM-0011
1625-GV-0012
1625-GVM-0012
1625-GV-0013
1625-GVM-0013
1625-GV-0014
1625-GVM-0014
1625-GV-0015
1625-GVM-0015
1625-GV-0016
1625-GVM-0016
1625-GV-0017
1625-GVM-0017
1626-GV-0001
1626-GVM-0001
1626-GV-0002
1626-GVM-0002
1626-GV-0003
1626-GVM-0003
1626-GV-0004
1626-GVM-0004
1626-GV-0005
1626-GVM-0005
VALVES
Motorized gate valve
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Power
Rating
(kW)
Simultaneity
Factor
Location
0,2
0,6
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
Berth 4
Berth 4
Berth 5
Berth 5
Berth 6
Berth 6
Onshore
Onshore
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
2,2
2,2
0,5
0,5
1,1
1,1
Onshore
Onshore
0,55
0,05
0,0275
1,1
0,2
0,22
1,1
0,2
0,22
1,1
0,2
0,22
1,1
1,1
0,05
0,05
0,05
0,0275
0,05
0,055
1,1
0,2
0,1
0,1
1,1
0,1
0,05
0,05
0,05
0,05
0,05
0,05
0,05
1,1
1,1
1,1
1,1
1,1
0,05
0,05
0,05
0,05
0,05
1625-GD-A0-76120
Berth 4
1625-GD-A0-76120
Berth 4 (branch)
1625-GD-A0-76120
Berth 4 (branch)
1625-GD-A0-76120
Berth 4 (branch)
1625-GD-A0-76120
Berth 4 (branch)
1625-GD-A0-76120
Berth 4
1625-GD-A0-76120 /2
Berth 4
1625-GD-A0-76120 /2
Berth 4
1625-GD-A0-76120 /2
Berth 4
1625-GD-A0-76120 /2
0,055
Berth 4
1625-GD-A0-76120 /2
Berth 4 (branch)
1625-GD-A0-76120 /2
Berth 4 (branch)
1625-GD-A0-76120 /2
Berth 4 (branch)
1625-GD-A0-76120 /2
Berth 4 (branch)
1625-GD-A0-76120 /2
Berth 4 (branch)
1625-GD-A0-76120 /2
Berth 5
1625-GD-A0-76120
Berth 5
1625-GD-A0-76120
Berth 5
1625-GD-A0-76120
Berth 5
1625-GD-A0-76120
Berth 5
1625-GD-A0-76120
0,005
0,01
0,05
1625-GD-A0-76120
Berth 4
0,005
0,055
0,1
Berth 4
0,005
0,05
0,05
1625-GD-A0-76120
1625-GD-A0-76120
0,01
0,05
0,1
1625-GD-A0-76120
0,055
0,2
0,05
1625-GD-A0-76120
0,055
1,1
0,1
DATE
Doc. No.
0,055
1,1
1,1
APP.
0,055
0,55

Final Report
CHK.
0,005
0,005
0,005
0,055
0,055
0,055
0,055
0,055
9R4944K0/R0423/901835/Rott/Rev0
- 130 -
23 June 2009
DOC NO:
1620-EA-A4-70010 Sheet 2 of 4
ARUIJ
REV.
Simultaneous
Consumption
(kW)
PREP.
Driver
Tag
No.

6-3-2009

Equip.
Tag
no.
1626-GV-0006
1626-GVM-0006
1626-GV-0007
1626-GVM-0007
1626-GV-0008
1626-GVM-0008
1626-GV-0009
1626-GVM-0009
1626-GV-0010
1626-GVM-0010
1626-GV-0011
1626-GVM-0011
1626-GV-0012
1625-GVM-0012
1626-GV-0013
1626-GVM-0013
1626-GV-0014
1626-GVM-0014
1626-GV-0015
1626-GVM-0015
1626-GV-0016
1626-GVM-0016
1626-GV-0017
1625-GVM-0017
1626-GV-0018
1625-GVM-0018
1626-GV-0019
1625-GVM-0019
1626-GV-0020
1625-GVM-0020
1626-GV-0021
1625-GVM-0021
1627-GV-0001
1627-GVM-0001
1627-GV-0002
1627-GVM-0002
1627-GV-0003
1627-GVM-0003
1627-GV-0004
1627-GVM-0004
1627-GV-0005
1627-GVM-0005
1627-GV-0006
1627-GVM-0006
1627-GV-0007
1627-GVM-0007
1627-GV-0008
1627-GVM-0008
1627-GV-0009
1627-GVM-0009
1627-GV-0010
1627-GVM-0010
1620-GV-0001
1620-GVM-0001
1620-GV-0002
1620-GVM-0002
1620-GV-0003
1620-GVM-0003
1620-GV-0004
1620-GVM-0004
1620-GV-0005
1620-GVM-0005
1620-GV-0006
1620-GVM-0006
1620-GV-0007
1620-GVM-0007
1620-GV-0008
1620-GVM-0008
1620-GV-0009
1620-GVM-0009
1620-GV-0010
1620-GVM-0010
1620-GV-0011
1620-GVM-0011
1620-GV-0012
1620-GVM-0012
1620-GV-0013
1620-GVM-0013
1620-GV-0014
1620-GVM-0014
Description

Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Power
Rating
(kW)
Simultaneity
Factor
Location
Berth 5
1,1
3
0,05
0,05
0,05
0,0275
0,05
0,0275
3
0,2
0,1
0,1
1,1
0,1
0,05
0,05
0,05
0,05
0,05
0,05
0,05
1,1
1,1
1,1
1,1
3
0,2
0,1
0,1
1,1
0,1
0,05
0,05
0,05
0,05
0,05
0,05
0,05
0,05
0,05
0,05
1,1
1,1
1,1
1,1
1,1
1,1
1,1
1,1
1,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
1625-GD-A0-76120 /2
Berth 5 (branch)
1625-GD-A0-76120 /2
Berth 5 (branch)
1625-GD-A0-76120 /2
Berth 5 (branch)
1625-GD-A0-76120 /2
Berth 5 (branch)
1625-GD-A0-76120 /2
Berth 5 (branch)
1625-GD-A0-76120 /2
Berth 6
1625-GD-A0-76120
Berth 6
1625-GD-A0-76120
Berth 6
1625-GD-A0-76120
Berth 6
1625-GD-A0-76120
Berth 6
1625-GD-A0-76120
Berth 6
1625-GD-A0-76120 /2
Berth 6
1625-GD-A0-76120 /2
Berth 6
1625-GD-A0-76120 /2
Berth 6
1625-GD-A0-76120 /2
0,055
0,055
0,055
0,15
0,01
0,005
0,005
0,055
Berth 6
1625-GD-A0-76120 /2
Onshore
1625-GD-A0-76120 /2
Onshore
1625-GD-A0-76120 /2
Onshore
1625-GD-A0-76120 /2
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
0,005
0,01
0,1
1625-GD-A0-76120 /2
Berth 5
0,055
0,055
1,1
1625-GD-A0-76120 /2
Berth 5
0,005
0,05
0,1
1625-GD-A0-76120 /2
Berth 5
0,005
0,05
0,55
1625-GD-A0-76120 /2
Berth 5
0,005
0,2
0,1
1625-GD-A0-76120
Berth 5
0,005
1,1
0,55
1625-GD-A0-76120
Berth 5 (branch)
0,055
0,01
0,05
1625-GD-A0-76120
Berth 5 (branch)
0,005
0,055
0,1
Berth 5 (branch)
0,005
0,05
0,05
1625-GD-A0-76120
0,01
0,05
0,1
1625-GD-A0-76120
Berth 5 (branch)
0,15
0,2
0,05
1625-GD-A0-76120
Berth 5
0,15
1,1
0,1
DATE
Doc. No.
0,15
0,55
3
APP.
0,055
0,55

Final Report
CHK.
0,055
0,055
0,11
0,11
0,11
0,11
0,11
0,11
0,11
0,11
0,11
0,11
9R4944K0/R0423/901835/Rott/Rev0
- 131 -
23 June 2009
DOC NO:
1620-EA-A4-70010 Sheet 3 of 4
ARUIJ
REV.
Simultaneous
Consumption
(kW)
PREP.
Driver
Tag
No.

6-3-2009

Equip.
Tag
no.
1620-GV-0015
1620-GVM-0015
1620-GV-0016
1620-GVM-0016
1620-GV-0017
1620-GVM-0017
1620-GV-0018
1620-GVM-0018
1620-GV-0019
1620-GVM-0019
1620-GV-0020
1620-GVM-0020
1620-GV-0021
1620-GVM-0021
1620-GV-0022
1620-GVM-0022
1620-GV-0023
1620-GVM-0023
1620-GV-0024
1620-GVM-0024
1620-DV-0001
1620-DVM-0001
1620-DV-0002
1620-DVM-0002
1620-DV-0003
1620-DVM-0003
1620-DV-0004
1620-DVM-0004
1620-DV-0005
1620-DVM-0005
1625-IV-0001
1625-IVM-0001
1625-IV-0002
1625-IVM-0002
1625-IV-0003
1625-IVM-0003
1625-IV-0004
1625-IVM-0004
1626-IV-0001
1626-IVM-0001
1626-IV-0002
1626-IVM-0002
1626-IV-0003
1626-IVM-0003
1626-IV-0004
1626-IVM-0004
1627-IV-0001
1627-IVM-0001
1627-IV-0002
1627-IVM-0002
1627-IV-0003
1627-IVM-0003
1627-IV-0004
1627-IVM-0004
1628-GV-0001
1628-GVM-0001
1628-GV-0002
1628-GVM-0002
1629-GV-0001
1629-GVM-0001
Description

Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Motorized drain valve
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Motorized isolation valve
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Electric driver
Power
Rating
(kW)
Simultaneity
Factor
0,1
0,3
0,1
0,3
0,1
0,3
0,1
0,3
1,1
0,2
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,01
0,1
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120
Tie-in
1625-GD-A0-76120 /2
Tie-in
1625-GD-A0-76120 /2
Tie-in
1625-GD-A0-76120 /2
Tie-in
1625-GD-A0-76120 /2
Onshore
1625-GD-A0-76120
Onshore
1625-GD-A0-76120
Onshore
1625-GD-A0-76120
Onshore
1625-GD-A0-76120
Onshore
1625-GD-A0-76120
0,01
0,01
0,1
1625-GD-A0-76120
Tie-in
0,01
0,1
0,1
Tie-in
0,02
0,1
0,1
DATE
Doc. No.
0,11
0,1
0,1
APP.
0,3
0,1
0,1
Location
0,3
0,01
0,01
0,01
Berth 4
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
1,1
0,1
0,11
0,55
0,1
0,055
0,55
0,1
0,055
0,55
0,1
0,055
0,55
0,1
0,055
0,2
0,1
0,02
1,1
0,1
0,11
1,1
0,1
0,11
Berth 4
Berth 4
Berth 4
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6
Berth 6
Berth 6
Berth 6
Berth 7
Berth 7
Berth 8

Final Report
0,1
CHK.
9R4944K0/R0423/901835/Rott/Rev0
- 132 -
23 June 2009
DOC NO:
1620-EA-A4-70010 Sheet 4 of 4
ARUIJ
REV.
Simultaneous
Consumption
(kW)
PREP.
Driver
Tag
No.

6-3-2009

Equip.
Tag
no.
Description
Power
Rating
(kW)
Simultaneity
Factor
CHK.
Location
APP.
DATE
Doc. No.
QUICK RELEASE HOOKS
1625-N-0001
1625-N-0002
1626-N-0001
1626-N-0002
1626-N-0003
1626-N-0004
1627-N-0001
1627-N-0002
1627-N-0003
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
Berth 4 Quick
release hook dolphin 1

7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 4
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick
Berth 5 Quick

7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick
Berth 6 Quick

7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
7,5
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,1
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
0,75
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
Berth 6
PRODUCT TRANSFER EQUIPMENT

Loading arm
Loading arm
Loading arm
Loading arm
Loading arm
Loading arm
Loading arm
Loading arm
Loading arm
5,5
5,5
5,5
5,5
5,5
5,5
5,5
5,5
5,5
0,2
0,2
0,2
0,2
0,2
0,2
0,2
0,2
0,2
1,1
1,1
1,1
1,1
1,1
1,1
1,1
1,1
1,1
Berth 4
Berth 4
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6
Berth 6
Berth 6
250
100
0,8
0,5
200
50
Onshore
Onshore
Guard House 1
Guard House 2
10
10
0,8
0,8
8
8
Onshore
Onshore
Substation ES31
10
0,8
Onshore
Breakwater 1
20
20
Brealwater 2
Short quay (tug boats)
Berth 4
Berth 5
Berth 6
2
2
2
1
1
1
2
2
2
30
30
5
5
5
0,2
0,2
0,2
1
1
1
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
1625-GD-A0-76120
BUILDINGS
Harbour administration building
Fire station
SITE LIGHTING
On shore area
VESSEL ACCESS STRUCTURES

Vessel access structure Berth 4
TOTAL SIMULTANEOUS CONSUMPTION ESTIMATE

Final Report
381,23
9R4944K0/R0423/901835/Rott/Rev0
- 133 -
23 June 2009
APPENDIX G

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 134 -
23 June 2009
DOC NO:
1620-EA-A4-70011 Sheet 1 of 1
ARUIJ
REV.
PREP.
CHK.
Cable length
Remarks

6-3-2009
Tie - In List Electrical

Tie-In no.
001
002
From substation
ES-3
ES-3
Feeder
A-34
B-9
Voltage level
To substation
Feeder
6.6 kV
6.6 kV
ES 31
ES 31
A3
B1

Final Report
APP.
DATE
9R4944K0/R0423/901835/Rott/Rev0
- 135 -
23 June 2009
APPENDIX H
INSTRUMENTS LIST

Final Report
9R4944K0/R0423/901835/Rott/Rev0
- 136 -
23 June 2009
DOC NO:
1620-SA-A4-70016 Sheet 1 of 1

A
ARUIJ
REV.
PREP.
6-3-2009
Instruments List
Tag
no.
1625-PIT-0001
1625-PIT-0002
1626-PIT-0003
1626-PIT-0004
1625-PIT-0005
1626-PIT-0006
1627-PIT-0007
1627-PIT-0008
1627-PIT-0009
1625-TIT-0001
1625-TIT-0002
1626-TIT-0003
1626-TIT-0004
1626-TIT-0005
1626-TIT-0006
1627-TIT-0007
1627-TIT-0008
1627-TIT-0009
1625-LISA-0001
1626-LISA-0002
1627-LISA-0003
1620-LISA-0004
1625-FD-0001
1625-FD-0002
1626-FD-0003
1626-FD-0004
1627-FD-0005
1627-FD-0006
Description
Pressure indicator transmitter

Temperature indicator transmitter
Level indicator signal alarm
UV/IR flame detector
Manuf.
Operating
Press.
Temp.
(barg)
(oC)
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
atm
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
amb
Press.
(barg)
Design
Temp.
(oC)
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
Set point
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
Range
300 mm - 6 m
300 mm - 6 m
300 mm - 6 m
300 mm - 6 m
15 m
15 m
15 m
15 m
15 m
15 m

Final Report
Location
Berth 4
Berth 4
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6
Berth 6
Berth 6
Berth 4
Berth 4
Berth 5
Berth 5
Berth 5
Berth 5
Berth 6
Berth 6
Berth 6
Berth 4
Berth 5
Berth 6
Onshore
Berth 4
Berth 4
Berth 5
Berth 5
Berth 6
Berth 6
Lin/
Equip.
Termination
Diag.
Loop
Diag.
P&ID No.
Layout Dwg
No.
CHK.
APP.
RTU
In/Out
DATE
Hook up
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
4-20mA
9R4944K0/R0423/901835/Rott/Rev0
- 137 -
23 June 2009

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

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

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Azzawiya Oil Harbour Bid Documents

Volume II of III Exhibit C1 Performance Specifications and

Azzawiya Oil Refining Company Inc.

HASKONING NEDERLAND B.V.

Document short title

Azzawiya Oil Harbour Bid Documents

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

PART I PERFORMANCE SPECIFICATIONS

PART II DESIGN CRITERIA

HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS

GENERAL DESIGN CRITERIA

SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR

BREAKWATER AND REVETMENT

QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN

JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND

SPECIFIC CONDITIONS AND DESIGN

SPECIFIC CONDITIONS AND

SPECIFIC CONDITIONS AND

EPC BD Azzawiya Vol II Exhibit C1

PART III - APPENDICES

STANDARDS, CODES AND REGULATIONS

2006 THROUGHPUTS AND VESSEL ARRIVALS

DESIGN VESSEL PARTICULARS

LIST OF ELECTRICAL POWER CONSUMERS

TIE IN LIST ELECTRICAL

EPC BD Azzawiya Vol II Exhibit C1

PART I PERFORMANCE SPECIFICATIONS

PART II DESIGN CRITERIA

PORT DEVELOPMENT PHASING AND THROUGHPUT

HYDROGRAPHIC AND METEOROLOGICAL CONDITIONS

EPC BD Azzawiya Vol II Exhibit C1

Harbour output locations

GENERAL DESIGN CRITERIA

EPC BD Azzawiya Vol II Exhibit C1

SPECIFIC DESIGN CONDITIONS AND DESIGN CRITERIA FOR

BREAKWATER AND REVETMENT DESIGN SPECIFIC

QUAY WALL DESIGN SPECIFIC CONDITIONS AND DESIGN

JETTY / TRESTLE DESIGN SPECIFIC CONDITIONS AND

EPC BD Azzawiya Vol II Exhibit C1

SPECIFIC CONDITIONS AND DESIGN

EPC BD Azzawiya Vol II Exhibit C1

Buildings and facilities during harbour construction

SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR

SPECIFIC CONDITIONS AND DESIGN CRITERIA FOR

EPC BD Azzawiya Vol II Exhibit C1

PART III - APPENDICES

STANDARDS, CODES AND REGULATIONS

2006 THROUGHPUTS AND VESSEL ARRIVALS

DESIGN VESSEL PARTICULARS

LIST OF ELECTRICAL POWER CONSUMERS

TIE IN LIST ELECTRICAL

EPC BD Azzawiya Vol II Exhibit C1

VOLUME III - SITE INFORMATION

Main and lee breakwaters;

Exhibit A of the Owners Requirements describes the Scope of work in detail

EPC BD Azzawiya Vol II Exhibit C1

PART I PERFORMANCE SPECIFICATIONS

EPC BD Azzawiya Vol II Exhibit C1

Life Cycle Approach

International Engineering Standard

Establish ship/shore telecommunication;

Establish ship/shore telecommunication;

EPC BD Azzawiya Vol II Exhibit C1

Marine and Onshore Infrastructure