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B23-11 - TERMPOL Surveys and Studies - Section 3.10 - Site Plans and Technical Data A1Z6J5
B23-11 - TERMPOL Surveys and Studies - Section 3.10 - Site Plans and Technical Data A1Z6J5
FINAL - REV. 0
Prepared for:
Northern Gateway Pipelines Inc.
Table of Contents
1 Objectives ...................................................................................................... 1-5
2.1 Overall Site Plan and Marine Terminal Location ............................................... 2-1
2.2 General Arrangement ....................................................................................... 2-3
List of Tables
Table 3-1 Wind Speed versus Wind Direction ........................................................ 3-1
Table 3-3 Estimated Wave Height and Period at Project Site ................................. 3-5
Table 4-2 Proposed Oil Design Flow Rates, Pressures, Temperatures, and
Liquid Characteristics ............................................................................. 4-4
List of Figures
Figure 2-1 Typical Photograph of Shoreline at the Northern End of the Marine
Terminal Site ........................................................................................... 2-2
Figure 2-3 Turning Basins, Navigational Clearances and Vessel Manoeuvres ........ 2-4
Figure 2-4 OCIMF Guidelines for Tanker Berth Layout (Reference 19).................... 2-9
Figure 4-1 Docking Monitoring System Display Board (Source: Harbour &
Marine Engineering) ................................................................................ 4-8
Figure 4-2 Typical Triple Quick Release Hook (Source: Harbour & Marine
Engineering) ............................................................................................ 4-9
Figure 4-3 Remote Release System Console (Source: Harbour & Marine
Engineering) .......................................................................................... 4-10
Figure 4-4 Mooring Load Monitoring Alarms (Source: Harbour & Marine
Engineering) .......................................................................................... 4-11
1 Objectives
The objective of this study is to demonstrate the preliminary terminal design that has been conducted in
support of the project, as addressed by the following engineering plans and associated development
studies:
• Marine terminal plans, including site plans, general arrangements, bathymetry and structural
drawings;
• Site studies, including turning basins, vessel manoeuvres, dredge and fill work, and geotechnical data;
• Environmental studies, including wind, wave, tide, current, ice, and temperature data;
• Design parameters, including design vessels, clearance requirements, and derivation of loads;
• Maximum operating parameters;
• Relevant engineering standards, codes and recommended guidelines;
• Description of design flow rates, pressures, temperatures and liquid characteristics in the cargo
transfer system;
• Description of safety systems and procedures, including fire protection, electrical, lighting, marine
monitoring, control and instrumentation, leak detection;
• Description of pollution prevention and waste management programs and systems; and,
• Description of intended berthing strategy.
1
Although the TRP Guidelines (Appendix 3, Clause 1.3) specifies an approach angle of 5 degrees, the
Kitimat berth layouts are based on an angle of 7 degrees to provide increased clearance from shore as
an added measure of safety.
Approaching the terminal, Douglas Channel runs relatively straight and maintains a fairly constant width
of approximately 2,700 metres. Assuming a two-way traffic lane 490 metres wide (7 times the beam
width of the maximum size VLCC) located in the middle of Douglas Channel, the separation between the
tanker berths and the edge of the navigation lane is approximately 1050 metres, providing sufficient room
for the maximum required turning basin. The separation between the tanker berths and the centreline of
the navigation lane is approximately 1300 metres, well in excess of the minimum requirements of 420
metres (6 times the maximum design ship beam) as given in the TRP guidelines.
The maximum anticipated dredging and blasting area for the marine terminal is conservatively based on
the proposed jacket structure concepts as described in Section 2.3. The actual dredging and blasting
volumes will be determined during the detailed design based on the final selected marine structure type,
construction methodology, and optimization of the berth location.
Since there are no existing submarine pipelines, cables or other underwater installations within the
vicinity of the proposed project site, there should be no complicating factors associated with existing
facilities.
Regardless of the sequencing of dredging work, clam-shell dredging is the most suitable method for
removing overburden sediments and rock spoils, given the deep water conditions and location of the
marine terminal. Dredging equipment will likely consist of a derrick barge which is fitted with a clam
shell bucket. A silt curtain will be deployed in the top 5 metres of the water column to protect fish from
turbidity during dredging.
Considering the lack of toxicity, the dredged overburden sediment can be disposed of by either side-
casting the spoils into deeper water, ocean disposal at an approved site, or removing the spoils and
stockpiling them on a flat deck barge for subsequent disposal at an uplands facility. Further discussions
will be held with DFO and Environment Canada regarding disposal options and permitting matters.
Figure 2-4 OCIMF Guidelines for Tanker Berth Layout (Reference 19)
Two different configurations of these functional elements are shown in Drawing Nos. 003, 003A, 004 and
004A. For both options, the central loading / unloading platform provides the interface for transferring
cargo between the ship and the on-shore tank facilities. Located in the middle of each berth, the central
platform will be an independent structure that supports the cargo transfer arms and will have a deck
surface approximately 35 metres wide and 58 metres long. Piping, loading arms and other equipment will
take up a portion of the deck space and the remaining area will be available for maintenance vehicle
access such as a mobile crane or truck.
The breasting structures are independent structures located on either side of the central platform and are
fitted with rubber fenders designed to absorb the kinetic energy from a berthing vessel. Four fender
locations, two on each side of the central platform, are required to accommodate the range of design
vessels. The berthing structures also provide part of the mooring system for the vessel and are equipped
with mooring hooks to secure the vessel’s spring lines.
A minimum of six mooring structures for each berth are required to accommodate the range of design
vessels, as shown on Drawing Nos. 003, 003A, 004 and 004A. The mooring structures are located inshore
from the fender line by a distance of 40 to 50 metres or greater, and are used to secure the mooring lines
from the bow and stern of the ship. The mooring structures may be pile-supported and located in the
water, or they may be located on land depending on the geometry of the final berth location. Each
mooring structures will be equipped with multi-line quick release mooring hooks which are load
monitored and controlled from a centralized control room on shore.
One or more access trestles will be provided for vehicular access to the central platform. A single lane
roadway is planned, as well as space for the piping and utilities that connect the cargo arms to the shore-
based facilities. Catwalks will span between the various berth structures and to shore to provide
pedestrian access to all structures.
The Utility Berth will accommodate two utility workboats approximately 7 metres in length. These utility
boats are required primarily for maintenance of the tanker berth, line handling, and deploying the
environmental protection boom. A davit system will likely be used to launch and retrieve the utility boats
for stowage and maintenance. The Utility Berth may also be used to moor two or more tug boats that will
assist the tankers on and off the berths. The utility berth is shown in Drawing No. 005, and is described in
detail in Section 2.4.
Vertical loading is taken directly from the deck down into the bedrock through the vertical legs of the
jackets. For horizontal loads in either direction, the fully-braced jackets act as cantilevered trusses taking
the loads down to the bedrock as axial forces in the legs and bracing.
Method of Installation
The jackets will be prefabricated in a shop environment, shipped to site via barge, floated or lifted into
position, and seated on rock benches. Underwater benches will be blasted into the bedrock to provide a
level and stable surface which the jackets can be seated. The seated jackets in turn provide a stable
platform from which drilling operations can be conducted. The legs of the jackets are hollow and act as a
template guide for drilling accurately-aligned holes into the bedrock. After the holes in the bedrock have
been drilled, anchors (rock dowels or sockets) will be installed into the holes and grouted.
A rock dowel is a steel pile which extends through its respective jacket leg and into the drilled hole in the
bedrock. The pile is fully grouted within the jacket leg as well as the hole in the bedrock, thereby
providing full anchorage. A rock socket is similar to a rock dowel, but in lieu of a steel pile, it uses a cast-
in-place reinforced concrete core which extends through the hollow jacket leg and into the hole drilled
into the bedrock.
After pile installation, the deck framing can be assembled on a barge and lifted as complete or partial
assemblies onto the jackets via a barge crane. The deck structures are field welded to the jackets to
complete the erection of the primary structural members.
Method of Installation
Individual support piles will typically be drilled using a conventional drill derrick and either doweled or
socketed into the rock. Each pile may require minor rock surface preparation to initiate drilling
operations. If there is sufficient overburden to stabilize the pile tip and form a seal for the drilling
operation, rock surface prep may not be required.
Once the piles are fixed in the rock, concrete top plugs with extended reinforcement cages will be cast in
the heads of each pile. Formwork will be set up to form and pour the concrete pile caps around the pile
heads. The pile caps are typically cast in two separate pours. The first pour, includes casting the lower
half of the pile cap around the individual pile heads. This not only forms the bottom half of the pile cap,
but also provides a bearing surface for seating the precast concrete box-girders. The precast concrete box-
girders can then be efficiently erected with barge cranes onto the bottom half of the pile caps. The pile
caps are completed with a second pour which is cast on top of the first pour between the ends of the
precast box-girders. The second pour allows the deck and pile cap to act monolithically and achieve the
frame action necessary to resist lateral loads.
A cast-in-place concrete deck slab and curb can then be poured on the precast box-girders. The deck slab
will act compositely with the precast box-girders completing the erection of the main structural
components. Topside equipment, guardrails, pipes etc. can be installed afterward as required.
The final selection of the preferred structural option will be made at the detailed design phase of the
project. However, it is anticipated that the pile and deck option will be selected as it requires significantly
less rock blasting and associated disturbance of the marine habitat compared to the jacket structure option.
It also minimizes the potential design and construction issues associated with the quality of the rock.
Method of Installation
The method of installation for the berthing jacket structures is the same as the loading platform jacket
structures.
Method of Installation
Similar to the individual pile concept for the loading platforms, the individual support piles for the
berthing structures will be drilled using a conventional drill derrick and either doweled or socketed into
the rock.
Prior to the erection of the stiff-leg frames, the stiff-leg abutments will need to be constructed. The
abutments will be cast-in-place mass concrete formed and poured directly on bedrock. Some minor rock
surface prep may be required including cleaning away any loose or deleterious material. The transfer of
load from the abutment to the bedrock will be achieved with rock anchors that are drilled and installed
through preformed holes in the abutment. The stiff leg anchor bolts can be cast monolithically with the
abutment.
The partial jackets and stiff-leg frames will be prefabricated in a shop environment and shipped to site via
barge. The erection of the partial jackets can begin once the individual piles for the berthing structure
have been installed. The partial jacket frames can be lifted and erected onto the tops of the piles via a
barge crane. Although various connection configurations are possible, the partial jackets will likely be
attached to the vertical piles via field welding. Any ancillary bracing can also be installed via field
welding. After the partial jackets are erected and the onshore abutments are constructed, the stiff-leg
frames can be lifted into position and connected accordingly. With the stiff-legs installed, the deck and
trestle framing can be assembled on a barge and lifted as complete or partial assemblies onto the jackets
and stiff-legs via a barge crane. These components are then field welded to the jacket frames and stiff-leg
frames to complete the erection of the primary structural members.
The final selection of the preferred structural option will be made at the detailed design phase of the
project. However, it is anticipated that the buttressed (stiff-leg) option will be selected as it requires
significantly less rock blasting and associated disturbance of the marine habitat compared to the jacket
structure option. It also minimizes the potential design and construction issues associated with the quality
of the rock.
Method of Installation
For the access trestles, the individual support piles will be drilled as previously described using a
conventional drill derrick and either doweled or socketed into the rock. Once the piles are fixed in the
rock, concrete top plugs with extended reinforcement cages will be installed in the heads of each pile.
Formwork will be set up to form and pour the concrete pile caps around the pile heads to create each
moment frame support bent. Deck structures consisting of precast concrete beams can then be efficiently
erected with barge cranes onto the pile caps. A composite cast-in-place concrete deck slab and curb can
be poured on the box-girders, completing the erection of the main structural components. Topside
equipment, guardrails, pipes, etc. can then be installed as required.
Method of Installation
The method of installation for the steel framing option is the same as the concrete framing option, except
steel beams instead of concrete box girders will be erected with barge cranes onto the pile caps. Once the
steel framing is erected, the cast-in-place concrete deck slab and curb can be formed and poured on the
steel frames, completing the erection of the main structural components. Topside equipment, guardrails,
pipes, etc. can then be installed as required.
Intermediate supports for the catwalks may be required for some of the longer spans. The supports will
typically consist of individual cantilevered piles with either a steel or concrete pile cap to support the
catwalk bearings.
Method of Installation
For the intermediate catwalk supports, the individual piles will be drilled using a conventional drill
derrick and either doweled or socketed into the rock, as per typical pile and deck construction. Once the
piles are fixed in the rock, either a steel pile cap can be installed by welding it onto the pile cap-plates or a
reinforced concrete pile cap can be formed and poured around the pile heads.
The catwalks will be prefabricated in a shop according to specifications and shipped to site via barge or
truck. The catwalks can be lifted into position via a barge crane as the main support structures are
completed.
Of particular importance for the marine structure foundation design is the stability of the steep underwater
rock slopes, as well as the stability of the clay and rock slopes along the foreshore above the marine
structures. Oriented rock core techniques and geological mapping of the rock structure will be used to
evaluate the nature and extent of joints and faults in the rock to help assess the rock stability. The results
of this investigation will dictate the possible structure types and construction methods required to mitigate
the risk of rock slope failure.
• An additional 52 lines (totalling 20.2 km plan length) surveyed between June and August 2006. The
collective set of lines were located to provide a grid overlay of the entire site, including the main tank
lot, the impoundment reservoir area, the main terminal facilities area, and the foreshore area.
The primary geotechnical considerations that will be addressed during detailed design of the uplands
portion of the Kitimat Terminal include:
• Foundation and supports for the tanks and other infrastructure;
• Rock falls and rock toppling failures on existing rock slopes and in excavated cut slopes;
• Detection and disposal of potential acid generating rock from excavations;
• Stock piling of excavated top soil and organic material;
• Maximize reuse of excavated materials as engineered fills;
• Disposal of excess overburden materials;
• Differential settlements under the oil and condensate tanks;
• Potential instability of the marine clays;
• Diversion, collection, and disposal of storm water and surface runoff water during and after
construction;
• Road design for appropriate vehicle traffic; and,
• The potential effects of seismic activity at the terminal, particularly on the oil and condensate tanks
and piping.
2.6.3.1 Bedrock
The site for the Kitimat Terminal is underlain by bedrock throughout the uplands area and inter-tidal zone
of the berth structures. The bedrock can be characterized as strong to very strong igneous and
metamorphic rock which consists mainly of gneiss (metamorphic rock) and quartz diorite (igneous rock)
both cross cut by felsic dykes (igneous intrusive rock). At the proposed site, the depth to bedrock ranges
from surface exposure to approximately 25 metres. A field review of bedrock outcrops indicated that the
bedrock can be locally fractured and has other structural features which may cause potential planes of
weakness. The stability and bearing capacity of the bedrock is largely determined by these discontinuities
within the rock mass and can vary greatly over relatively short distances.
Unconfined compressive tests were conducted on two rock core samples. The first sample broke at a
strength level of 134 MPa. The type of failure indicated the sample consisted of intact homogenous rock
and is classified as “very strong”. The second test broke at a much lower strength of 71 MPa indicating
the presence of a micro crack or similar plane of weakness. This second core sample is classified as
“strong” rock.
For the uplands portion of the marine terminal, the overburden soils and underlying bedrock will be
excavated as necessary to achieve the design grades at the site. All tank bases will be supported on
concrete foundations or granular tank pads, either of which will be founded on bedrock. Other major
buildings and structures will be supported on concrete pile or footing foundations which will bear directly
on the underlying bedrock. Smaller buildings will likely be supported on gravel pads. The ground surface
will be graded and sloped within the tank lots and culverts will be provided to direct surface water into
the remote containment reservoir proposed to be located on the southwest side of the site.
3 Environmental Data
Measured climatic information in the vicinity of the marine terminal is available based on historical
records and recent studies conducted in support of the proposed project. This information includes data
for wind, waves, tides, currents, and air and water temperatures. In addition to the recorded wave data,
estimated wave data was derived using hindcasting techniques with input parameters specific to the
marine terminal site.
The zero-moment wave height Hm0, is generally equivalent to the significant wave height, HS, for deep-
water offshore waves. Therefore, comparison of the estimated zero-moment wave heights at the project
site with the significant wave heights from recorded data at Nanakwa Shoal shows the two datasets are in
good agreement.
Waves of this nature are expected to have negligible effect on the moored vessels due to their relatively
short period and wavelength compared to the natural frequency of the design vessels. Wave loads on the
berth structures are also expected to be negligible compared to other environmental forces (e.g., wind,
earthquake).
The historical data (Reference 7) and more recent water level studies conducted from September 2005 to
January 2006 (Reference 8) and from January 2006 to April 2006 (Reference 9) show that the recorded
tidal ranges conform to the tide levels given by the Canadian Hydrographic Services.
Typically, the current speeds diminish with water depth. The historical data indicate subsurface currents
in the inland waterways at depths below 75 to 100 metres are typically 3 to 20 cm/s (0.1 to 0.4 knots) with
maximum speeds of 10 to 60 cm/s (0.2 to 1.2 knots) (Reference 10).
A more recent study conducted between Sept. 2005 and Jan. 2006 (Reference 8) deployed an Acoustic
Doppler Current Profiler (ADCP) unit in the manoeuvring area approximately 200 metres from shore at a
depth of 179 metres. The results from this study indicate average near surface current speeds of 8 cm/s
(0.15 knots) with a maximum near surface current speed of 51 cm/s (1.0 knot). The results also show a
pronounced decrease in current speeds with respect to depth. At a depth of 40 metres the average and
maximum current speeds are 3.4 cm/s (0.07 knots) and 24 cm/s (0.5 knots) respectively or approximately
half the near surface current speeds. At depths below 75 metres, current speeds are reduced even further.
Overall, the results of this recent study are consistent with the historical data.
As a further comparison with the historical data, the published tidal current velocities indicated on the
CHS Marine Chart No. 3743 for Douglas Channel are 0.5 knots for flood conditions and 1 knot for ebb
conditions.
In addition to tidal currents, wind-generated surface currents may develop as energy is transferred from
the wind to the water surface layer. In the open ocean, the current speed will be about 2 percent to 3
percent of the wind speed. For the 100-year return wind with a speed of 25.6 metres/s, a wind-generated
surface current of approximately 80 cm/s (1.5 knots) is estimated.
Due to the confined nature of the inland waterways, the currents typically flow in the direction of the
channel, with cross channel flow being minimal. The currents at the proposed marine terminal flow in a
NNE to SSW direction in alignment with the channel at this location.
• A lower layer making up the balance of the water column where year round temperatures are fairly
consistent at 7 deg. C or slightly lower. In certain years temperature minimums are observed where
the temperatures are less than 6 deg. C.
Recent water temperature surveys conducted between Sept. 2005 and Jan. 2006 (Reference 8) and
between Jan. 2006 and April 2006 (Reference 9) are consistent with the historical data. Unfortunately,
due to the lack of long-term temperature records, it is difficult to determine any longer term variations.
However, considering there is a general correspondence between water temperature and atmospheric
temperature, the historical atmospheric temperature trends in the area suggest the historical water
temperature variations are relatively small.
Table 4-2 Proposed Oil Design Flow Rates, Pressures, Temperatures, and
Liquid Characteristics
Oil Tank Manifold to Oil Oil Metering Skids to Marine Marine Berth to
Stream Oil Tank to Oil Tank Manifold
Metering Skids Berth Ships
Product: Heavy Oil Light Oil Heavy Oil Light Oil Heavy Oil Light Oil Heavy Oil
Product Specifications:
Flowrate, Bbl/day
Maximum Rate 1,200,000a 1,200,000a 2,400,000b 2,400,000b 2,400,000(ii) 2,400,000(ii) 600,000c
Flowrate, m3/h 7,949 7,949 15,889 15,889 15,889 15,889 3,975
Flowrate, USgpm 35,000 35,000 70,00 70,00 70,00 70,00 17,500
Velocity, ft/sec 8.35 8.35 8.47 8.47 8.47 8.47 9.65
Temperature, C 11.9 21.2 7.5 21.0 11.9 21.2 7.5 21.0 11.9 21.2 7.5 21.0 11.9 21.2
d
Pressure, kPag 188 188 580 720 393 393 175
Viscosity @
Temp., cSt 350 177 8.0 5.4 350 177 8.0 5.4 350 177 8.0 5.4 350 177
Abs. Viscosity, cP,
@ Temp. 328 165 6.9 4.7 328 165 6.9 4.7 328 165 6.9 4.7 328 165
Density @ 15 C 935 865 935 865 935 865 935
Density @ Temp.,
kg/cu.metres 937 933 868 863 937 933 868 863 937 933 868 863 937 933
RVP, kPa 64.3 31.7 64.3 31.7 64.3 31.7 64.3
TVP, kPa @
Temp. 20.9 36.1 13.6 21.0 20.9 36.1 13.6 21.0 20.9 36.1 13.6 21.0 20.9 36.1
Sulphur %w/w 2.7 0.15 2.7 0.15 2.7 0.15 2.7
Ni plus V, ppm 276 n.a. 276 n.a. 276 n.a. 276
Pipe Specifications:
Pressure Class PN20 PN20 PN20 PN20 PN20 PN20 PN20
Design Pressure,
kPag 1900 1900 1900 1900 1900 1900 1900
Design
Temperature, C 50 50 50 50 50 50 50
Pipe Class LVP LVP LVP LVP LVP LVP LVP
Line Size 30 30 42 42 42 42 16
Notes:
Flow rate based on simultaneous draining of 4 oil tanks.
Flow rate based on 2 x NPS 42 oil lines for a total flow of 4,800,000 bbl/day (200,000 bbl/h).
Flow rate based on 2 berths capable of simultaneous oil loading with 4 loading arms per berth.
Pressures are preliminary and will be determined in greater detail in the detailed engineering design phase.
Condensate Condensate
Marine Berth to Condensate Metering
Ship to Marine Unloading Pumps Tank Manifold
Stream Condensate Skid to Condensate
Berth to Condensate to Condensate
Metering Skid Unloading Pumps
Tank Manifold Tanks
Flowrate, Bbl/day
Maximum Rate 420,000a 1,680,000 1,680,000 1,680,000 840,000b
Flowrate, USgpm 12,250 49,000 49,000 49,000 24,500
Temperature, C 7.5 21.0 7.5 21.0 7.5 21.0 7.5 21.0 7.5 21.0
c
Pressure, kPag 590 560 290 523 192
Viscosity @ Temp., cSt 0.86 0.75 0.86 0.75 0.86 0.75 0.86 0.75 0.86 0.75
Abs. Viscosity, cP, @
Temp. 0.62 0.54 0.62 0.54 0.62 0.54 0.62 0.54 0.62 0.54
Density @ 15 C 724 724 724 724 724
Density @ Temp.,
kg/cu.metres 727 722 727 722 727 722 727 722 727 722
RVP, kPa 80.6 80.6 80.6 80.6 80.6
TVP, kPa @ Temp. 34.2 56.9 34.2 56.9 34.2 56.9 34.2 56.9 34.2 56.9
Sulphur %w/w 0.1 0.1 0.1 0.1 0.1
Ni plus V, ppm n.a. n.a. n.a. n.a. n.a.
Pipe Specifications:
Pressure Class PN20 PN20 PN20 PN20 PN20
Design Pressure, kPag 1900 1900 1900 1900 1900
Design Temperature, C 50 50 50 50 50
Line Size 16 42 36 36 24
Notes:
1
Flow rate based on condensate unloading at one berth with 4 loading arms.
Condensate flow rate based on simultaneous filling of 2 tanks.
Pressures are preliminary and will be determined in greater detail in the detailed engineering design phase.
The fire water pond will be sized to provide a minimum of four hours of supply. There will be one
electric-motor-driven water pump and one back-up water pump driven by a diesel engine in case of power
failure.
Given the proximity of the firewater pond to the foreshore area, additional stand-by firewater pumps that
direct-draw seawater are proposed. One pump is proposed for each tanker berth. These additional pumps
will serve as an emergency firewater source back-up system in the event the feed from the firewater pond
is interrupted. The pumps will tie into the main firewater distribution system at each tanker berth.
Standby diesel electric generators will be installed at the Kitimat Terminal to meet essential power
demands in the event of a mainline power outage.
Figure 4-2 Typical Triple Quick Release Hook (Source: Harbour & Marine
Engineering)
The quick release hooks are securely anchored to the berth structures to provide strong mooring reaction
points for the ship’s mooring lines. Each hook unit typically includes an integrated capstan which is used
to haul in the mooring line before it is placed on its corresponding hook. Once a mooring line is attached
to a hook, the line is tensioned by the winch gear on the ship. Although the hooks are designed for quick
release even when the lines are under full tension, it is typical practice to release the ship’s winch brakes
and reduce the line tension gradually before removing the line from the hook. This practice avoids any
potentially dangerous recoil which may occur if the line were released under full tension.
One safety feature of the quick release hooks is their Remote Release System, which allows mooring lines
to be safely released from a control console located in the central control room, as shown in Figure 4-3.
This reduces the need for terminal personnel to be on the berth structures in close proximity to highly
tensioned mooring lines The remote release console is typically located in the control centre adjacent to
the operator’s control displays. The displays will have the capability of monitoring the load in each
mooring line via the Mooring Load Monitoring System.
Figure 4-3 Remote Release System Console (Source: Harbour & Marine
Engineering)
The Mooring Load Monitoring System monitors the forces in each mooring line in real time by using load
cells installed in each hook. The system helps operators balance the mooring line pattern and helps
prevent lines from becoming overstressed and breaking. The system can be installed with visual and audio
alarms located local to the hook, as shown in Figure 4-4, and remotely at the control centre. The alarms
can alert mooring personnel when line tensions become too high or too low. All mooring load information
is sent to the marine monitoring station located in the control centre. The data can also be transmitted and
displayed to the pilots and ship personnel via carry-on laptops or hand-held monitors.
Figure 4-4 Mooring Load Monitoring Alarms (Source: Harbour & Marine
Engineering)
All environmental information from the sensors is sent to the marine monitoring station located in the
control centre for display and logging. The environmental data can also be integrated with the information
from the docking and mooring load monitoring systems.
Floating hydrocarbon-on-water detectors will be used to detect any hydrocarbon sheens that develop on
the surface of the remote containment reservoir or on the firewater reservoir. If hydrocarbons are
detected, they will be removed and disposed of in a controlled manner.
The sewer will include a holding tank and a biokinetic system.
Vessels will be required to follow procedures as recommended in the latest version of the International
Safety Guide for Oil Tankers and Terminals (ISGOTT), and in accordance with Oil Companies
International Marine Forum (OCIMF) and Tripod Catenary Moored Systems (TCMS) guidelines and
regulations.
4.18.3.6 Communications
Ship-to-shore communications will be maintained throughout the entire cargo transfer operation with
intrinsically-safe explosion-proof handheld radios.
4.18.4 Security
The terminal will prepare a security plan to protect the facility and comply with International and
Canadian laws and regulations. The entire terminal facility will be fenced with electronic access gates and
there will be an extensive security camera system installed. (Ref. 20)
5 References
The following documents are referenced by number as such (Reference #).
1. Gateway Environment Management Team, 2005. Marine Fish and Fish Habitat Technical Data
Report. Prepared for Enbridge Pipelines Inc. Burnaby, B.C.
2. Moffatt & Nichol, 2008. Marine Terminal - Conceptual Alternatives Evaluation. Draft report
prepared for Enbridge Northern Gateway Pipelines Project, October 20, 2008.
3. Golder Associates, 2006. Gateway Project, Marine Reconnaissance Survey Near Kitimat, B.C.
4. Golder Associates, 2006. Phase 2 Bathymetric Survey and Subbottom Profiling Gateway Project,
Marine Oil Terminal Study Kitimat, B.C.
5. AMEC, 2005. Preliminary Geotechnical Investigation - Proposed Kitimat Gateway Terminal
Near Kitimat, B.C., Phase I AMEC Report. Report prepared for Gateway Pipeline LP, Edmonton,
Alberta, January 24, 2005.
6. AMEC, 2006. Geotechnical Report – Phase II Preliminary Geotechnical Investigation –
Proposed Kitimat Terminal, Kitimat, British Columbia. Report prepared for Gateway Pipeline
LP, Edmonton, Alberta.
7. Moffatt & Nichol, 2006. Wind and Wave Analyses. Final report prepared for Enbridge Gateway
Pipelines. Inc., December 1, 2006.
8. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environment TR-
ASL-004: “Water Levels and Waves.
9. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environment Report
TR-ASL-007: GEM Oceanography Program, Sept. 2005 to Jan. 2006.
10. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environmental
Report TR-ASL-008: GEM Oceanography Program, January to April 2006.
11. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environment Report
TR-ASL-002: Ocean Currents.
12. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environment Report
TR-ASL-001: Meteorology Review from Historical Data.
13. Gateway Environmental Management Team (GEM), 2006. Marine Physical Environment TR-
ASL-003: Freshwater Discharges and Temperature-Salinity Distributions.
14. Moffatt & Nichol, 2006. Static Mooring and Berthing Analysis. Final report prepared for
Enbridge Gateway Pipelines. Inc., December 1, 2006.
15. Permanent International Association of Navigation Congresses (PIANC): Guidelines for the
Design of Fender Systems.
16. Moffatt & Nichol, 2010. Vessel Wake Study. Final report prepared for Enbridge Gateway
Pipelines. Inc., December 1, 2006.
17. Northern Gateway Pipelines Ltd. Volume III: NEB Application. Draft “O”, Dec. 2008.
18. Colt Engineering. Design Basis Summary RPT-005 06C5951. Nov. 2006.
19. OCIMF. Mooring Equipment Guidelines. Second Edition 1997.
20. 3Si Risk Strategies Incorporated. Enbridge – Northern Gateway Kitimat Terminal, Marine
Facility Security Overview. Nov 2009. (Included in TERMPOL Submission Volume 2).
B.2 Navigation
• International Association of Lighthouse Authorities (IALA) Aids to Navigation Guide (Navguide) 4th
Edition; and,
• PIANC: Approach Channels, A Guide for Design.
• NFPA 307: National Fire Protection Association –Standard for the Construction and Fire Protection
of Marine Terminals, Piers, and Wharves; and,
• NFPA 1405: National Fire Protection Association – Guide for Land-Based Fire Fighters Who
Respond to Marine Vessel Fires.
B.5.2 Substations
• ANSI / IEEE C57.12.00: General Requirements for Liquid-Immersed Distribution, Power and
Regulating Transformers;
• ANSI / IEEE C57.13: Requirements for Instrument Transformers;
• ANSI / IEEE C57.110: Recommended Practice for Establishing Transformer Capability When
Supplying Nonsinusoidal Load Currents;
• EEMAC 1E-1: Suggested Standard for Future Design-Preferred Locations of Conduit Knockouts
and Openings for Conduit in Enclosed Switches, Enclosed Circuit Breakers, Service Entrance
Equipment and Industrial Control Equipment;
• NEMA CP-1: Standards Publication for Shunt Capacitors; and,
• NEMA ICS ICS7.1: Safety Standards for Construction and Guide for Selection, Installation and
Operation of Adjustable- Speed Drive Systems.
• EEMAC 1E-1: Suggested Standard for Future Design - Preferred Locations of Conduit Knockouts
and Openings for Conduit in Enclosed Switches, Enclosed Circuit Breakers, Service Entrance
Equipment and Industrial Control Equipment; and,
• EEMAC M1-6: Motors and Generators.
B.5.9 Lighting
• API RP 505: Recommended Practice for Classification of Locations for Electrical Installations at
Petroleum Facilities Classified as Class I, Zone 0, Zone 1, and Zone 2;
• NFPA 45-1996: Fire Protection for Laboratories Using Chemicals;
• NFPA 30-1996: Flammable and Combustible Liquids Code;
• NFPA 321-1991: Basic Classification of Flammable and Combustible Liquids;
• NFPA 496-1993: Purged and Pressurized Enclosure for Electrical Equipment; and,
• NFPA 497 metres -1991: Classification of Gases, Vapors and Dust for Electrical Equipment in
Hazardous (Classified) Locations.
B.5.11 Grounding
• IEEE 142: Recommended Practice for Grounding of Industrial and Commercial Power Systems
(IEEE Green Book);
• IEEE 242: Recommended Practice for Protection and Coordination of Industrial and Commercial
Power Systems (IEEE Buff Book);
• IEEE 367: Guide for Determining the Maximum Electrical Power Station Ground Potential Rise and
Induced Voltage from a Power Fault;
• IEEE 446: Recommended Practice for Emergency and Standby Generator Systems for Industrial and
Commercial Power Systems (IEEE Orange Book);
• IEEE C37.101: Guide for Generator Ground Protection;
• NEMA PB 2.2: Application Guide for Ground-Fault Protective Devices for Equipment;
• NFPA 59A: Production Storage and Handling of Liquefied Natural Gas; and,
• NFPA 77: Recommended Practice on Static Electricity.