Professional Documents
Culture Documents
Design Study
September 2005
Prepared for
Gunns Limited
Ref
20024505.00
Date
September 2005
Prepared by
Cristian Alfred
Reviewed by
Michael Coull
Revision History
Authorised
Revision
Date
Details
26/09/2005
Michael Coull
14/12/2005
Michael Coull
21/02/2006
Michael Coull
Revision
Name/Position
Signature
Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study
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Table of Contents
1.0
2.0
3.0
4.0
Introduction
Design Criteria
2.1
Wharf Geometry
2.2
Environmental Data
2.2.1
Tidal Planes
2.2.2
Wind
2.2.3
Waves
2.2.4
Currents
2.3
Design Vessels
2.4
Design Loads
2.4.1
Cargo
2.4.2
Terminal Tractor and Trailer Loads
2.4.3
Other Material Loads
2.4.4
Cranes
2.5
Services
1
2
2
2
2
3
3
3
3
4
4
4
4
4
5
2.5.1
Lighting
2.5.2
Power
2.5.3
Water
2.5.4
Stormwater
2.5.5
Containment of Hazardous Materials
2.6
Service Life
Geotechnical Conditions
Wharf Concepts
4.1
Location
4.2
Concepts Considered
4.2.1
Option 1 Piled Deck with Approach Bridges
4.2.2
Option 2 Piled Deck with Approach Causeways
5
5
5
5
5
6
7
8
8
8
8
9
4.3
4.2.3
Option 3 Bulkhead Wharf
Comparison of Options and Construction Costs
4.3.1
4.3.2
5.0
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9
9
10
10
10
10
11
11
11
13
13
13
13
14
14
14
6.0
Conclusions
Appendix A Supplementary Information
Appendix B Drawings
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a
b
1.0
Introduction
Gunns Limited (Gunns) is proposing to develop a new pulp mill on a site adjacent to the Tamar River
in North Eastern Tasmania. The site is situated between Big Bay and Dirty Bay on the northern
shoreline of the River Tamar. A locality plan is included in Appendix A. This area also hosts Gunns
existing wood chip berths upstream, and the Hydro Electric Berth downstream, from the site.
The pulp mill will produce pulp in 250kg pulp bales, which will be placed into 2000 kg pulp units. The
pulp units will be shipped in pulp carriers to overseas markets.
A wharf facility is required to provide the infrastructure necessary for the tie-up of a bulk carrier vessel
and to allow the pulp units to be loaded onto the vessel. The wharf will be approximately 224 metres
long, and suitable for use by purpose built pulp carriers of up to 40000 45000dwt and general cargo
vessels of up to 5000 dwt.
Gunns has commissioned Maunsell to carry out a conceptual design of a wharf facility for the pulp mill.
This report presents Maunsells work on the study.
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2.0
Design Criteria
To allow the wharf concepts to be established, a number of criteria must be considered. The following
design criteria for the wharf have been developed:
Wharf Geometry.
Environmental Data.
Design Vessels.
Design Loads.
Services.
Service Life.
2.1
Wharf Geometry
The wharf geometry adopted for the purposes of this study and nominated by Gunns is as follows:
2.2
Environmental Data
Tidal planes.
Wind.
Waves.
Currents.
2.2.1
Tidal Planes
The following tidal planes, extracted from the Hydrographic Map Aus 168, are relevant and have been
considered in formulation of the concept design:
3.4m
3.1m
1.9m
0.7m
0.0m
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2.2.2
Wind
Wind data was not available. AS1170 has been used to calculate likely wind velocities on site.
2.2.3
Waves
Wave climate has been estimated for a Category 1 terrain (water surfaces) using fetch lengths and
average water depth. The maximum fetch length is approximately 10km to the north-west. An
average water depth of approximately 10m has been assumed. The corresponding significant wave
height expected for the site is approximately 1.9m with a period of 5 seconds.
The wharf deck level at RL+5m is sufficiently high to avoid overtopping by waves and is suitable.
2.2.4
Currents
Port of Launceston Authority (PLA) current records were received from Gunns. The records comprised
data sets of current measurements taken on 22 June 2005 at various locations and at multiple depths
in the vicinity of the site. This data is included in Appendix A. This data shows several data runs
taken at the surface, at 4.5m depth and at 9m depth. From this data, an average current velocity of
0.8m/s has been adopted for the concept design.
2.3
Design Vessels
The facility is required to cater for Open Hatch Bulk Carriers (OHBC) and Gearbulk vessels (General
Cargo vessels). In addition to these, the facility is also required to accommodate barges. Details of
the vessels considered in the design are noted below:
Type
Min Vessel
Barge
OHBC
Gearbulk vessel
Port of Launceston
No. 4 Barge
5,000tonne
Star O Class
Barge
Max Vessel
Dead Weight
Tonnage (dwt)
40,661tonne
Loaded
48,661tonne
7,500tonne to
45,000tonne
80tonne
199m
105m to 200m
50m
24.4m
Beam
32.26m
15.8m to 32m
15m
7.8m
Laden draught
12.02m
6.4m to 12m
3m
1.66m
4.5m
2.7m to 4.5m
0.5m
0.5m
(to 40,000tonne)
Displacement
Tonnage
Length OA
Laden freeboard
* Note Barges will require fender piles or lower fender face panels over the length of wharf at which it will berth.
The design vessel (OHBC) is self loading. Gunns has advised that the vessels would not be shifted
during loading. The vessel includes two overhead gantries that may load the ship simultaneously.
Based on a laden draft of 12.02m, it is proposed that a minimum underkeel clearance of 1m be
adopted. A minimum of 13m depth for the maximum design vessel will thus be required below LAT,
thus the seabed level adjacent to the wharf face is to be RL-13m or lower.
It is expected that berthing would be carried out in relatively sheltered conditions, and that under these
conditions, vessels would berth at approximately 0.1m/s. Based on quarter point berthing and this
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assumed berthing velocity, it is expected that for normal operations, the berthing energy would be
21.5ton-m. Assuming an accidental berthing factor of 2 (in accordance with BS6349: Part 4, Cl 4.9.1),
then the berthing energy would increase to 43ton-m. From these assumptions, it is anticipated that
1.0m dia. cone fenders or similar may be used along the berthing face. Modified fendering will be
required to accommodate barges due to their low freeboard.
It is anticipated that 80 tonne bollards would be used along the wharf and 100 tonne quick release
hook assemblies be used on the dolphins.
2.4
Design Loads
2.4.1
Cargo
The OHBC and Gearbulk vessels will carry pulp stacks, organised into 32 tonne units. It is anticipated
that the units would be stacked and stored in a warehouse adjacent to the wharf. The stacking of
units would be carried out by forklifts, and transportation of these to the wharf would be carried out by
terminal tractors and trailers. It is assumed that pulp stacks will not be placed on the wharf.
2.4.2
Terminal tractors and trailers would be loaded such that the maximum total combined load of a single
tractor trailer will be 90 to 100 tonnes. The trailers would be approximately 3.6m wide, have three
axles and be designed to support 64 tonnes (2 pulp units). In accordance with standard axle spacing
dimensions, it is assumed that the axle spacing would be approximately 1.25m in elevation and 2m in
plan between the wheels.
The terminal tractor trailers would be similar to the Kalmar terminal tractor trailers, used in Australian
ports.
The terminal export operations considered involve the continuous shuttling of pulp units to the wharf
where they are loaded onto the vessel by the ships gear.
2.4.3
Salt will be unloaded from the Gearbulk vessels and either unloaded into truck loading hoppers or
placed directly on the deck by retrieval by front end loaders into trucks.
Measures will be required to address potential structure durability issues that will arise from this
operation.
2.4.4
Cranes
Mobile Cranes
The wharf site will be used as a staging point for the importation of select equipment during the
construction of the new pulp mill. The size of some of this equipment impedes its transportation via
road, thus the new wharf will receive such items. It is expected that this gear will be brought onto site
via barge and unloaded off the barge at the wharf with the use of mobile cranes. Mobile cranes will
also be used for the occasional unloading of heavy cargo from vessels once the wharf is operational.
The mobile cranes expected to operate in this capacity are the following:
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Allowance has been made for a heavy lift bay to facilitate the operation of these mobile cranes.
2.5
Services
Lighting
Power
Water
Fire
Containment of Hazardous Materials
2.5.1
Lighting
General operational lighting on wharf for trucking operations and on mooring dolphins for line handling
will be required. For the purposes of reducing potential impact on neighbouring properties, lighting will
be baffled as required. Cope lighting would also be provided along the berthing face of the wharf.
2.5.2
Power
General power would be provided on the wharf. General Purpose Outlets (GPOs) would be positioned
along the wharf approximately every 40 metres.
2.5.3
Water
Potable water will be provided on the wharf. A non-potable water main would also be installed on the
wharf for deck and hopper wash down and fire fighting. An approved (by the Fire Brigade) 150
diameter main, will need to be provided with hydrants at 60m centres for adequate coverage. Both
potable and non-potable water services on the wharf would be connected to water mains on land.
2.5.4
Stormwater
Kerb and guttering would be provided and a stormwater system would be provided to drain the facility.
The stormwater system would comprise stormwater pits on the working platform and approach trestles
which would drain into Gross Pollutant Traps (GPT) installed on the wharf (suspended off the deck) or
installed on land.
2.5.5
It is understood that hazardous materials including liquid caustic soda, sulphuric acid bullets, and salt
would be handled on the wharf. These substances would be handled in specified bunded areas on the
wharf. The bunded areas will drain into a GPT through valves, installed on the deck, which will be
open when chemicals and other hazardous materials are not being handled. At times when chemicals
are being handled, these valves will be locked shut to guard against the possibility of a spill into the
stormwater system and to contain the spill in the bund.
Pipework would be provided on the wharf to allow for the pumping of caustic soda from the vessel to a
tank and transfer pump on the reclaimed land. The caustic transfer pipe outside the bunded area will
be installed inside a second outer pipe for safety and for containment of any leak should this occur.
As noted in Section 2.5.3, potable water will be provided on the wharf for a safety shower and
eyewash for emergency washdown.
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Salt handling operations will occur on the wharf and run off from this area will be through the
stormwater system into a GPT as for normal stormwater.
2.6
Service Life
The design life of the structure, as advised by Gunns, is 50 years. The design life will be achieved
with the use of quality materials and with prudent design detailing including the use of quality concrete
mixes, adequate concrete cover for reinforcing steel, the protection of steel piles such as paint
systems, the use of cathodic protection to steel and the use of trafficable chemically resistant coatings
to concrete in areas where hazardous materials are to be handled.
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3.0
Geotechnical Conditions
Although geotechnical information of the site is limited at present, geotechnical information for the No.
1 Wood Chip Berth upstream of the site has been supplied by PLA.
The No 1 Woodchip berth is located approximately 2000m upstream of the proposed site. The borelog
records which have been made available show that sound rock may be found close to the surface.
The boreholes are located approximately 130m from the shoreline on average, and all boreholes show
the presence of rock close to the surface that is overlain with silty material. Data for 11 boreholes for
this berth show that the silty material is between 1m to 2m in depth and that it overlays fractured and
weathered dolerite. The weathered dolerite varies in depth, but may be expected to be 2 m to 3 m on
average before encountering solid rock.
Although similar conditions may be found at the proposed location of the pulp mill wharf, two scenarios
have been considered for the options given the unavailability of site specific geotechnical information,
namely:
Hard rock being found at a shallow level below the river bed.
Hard rock being found at reasonable depth (10m -15m) below the river bed.
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4.0
Wharf Concepts
4.1
Location
The site is located between Big Bay and Dirty Bay on the Northern shoreline of the River Tamar. The
location of the wharf concepts is based on PLA Drawing 18D-129, dated 27 June 2005 as supplied by
Gunns. This drawing is in Appendix A.
The river bathymetry of the site (shown on PLA Dwg. 18D-129) suggests that a constant drop in depth
from 0 to 6m exists from the shoreline for about 160m. From this point however, contours suggest a
sharp drop in depth with an RL-12m contour appearing on average at approximately 180 m from
shore.
Given the assumed required depth for acceptable underkeel clearance (RL -13), the wharf face is
situated approximately 185m from the shoreline. To account for adequate clearance, the berth face
has been located some 28m downstream of the footprint originally nominated by Gunns (as shown on
PLA Drawing 18D-129). Placing the wharf at this location will result in there being no need for
dredging or blasting of any materials from the riverbed to accommodate the design vessels at
maximum draft.
4.2
Concepts Considered
This scheme is shown in sketch 20024505 SK001 and sketch 20024505 SK004 in Appendix B.
This option comprises a complete suspended structure on piles and 2 mooring dolphins. The
suspended structure consists of two approach trestles, each approximately 10m wide and 95m long,
and a wharf deck, 20m wide and 224m long respectively. Generally, this suspended structure
consists of an in-situ reinforced concrete deck on prestressed concrete planks supported by precast
concrete headstocks.
The facilitys mooring dolphins (approximately 4m x 4m in dimension and supported on piles) are
positioned upstream and downstream of the wharf deck with an offset of approximately 30m from the
approach trestles and a setback of 10m from the berthing face. Catwalks provide access to the
dolphins.
Pile size and pile bent spacings for the wharf were adopted after considering the geotechnical
conditions (as described in Section 3). For the shallow rock scenario, the piles are steel tubes of
1,066mm diameter with pile bent spacings at 14m. The total thickness of the concrete deck for this
scenario is 700mm. For the deep rock scenario the steel tubular piles are 760mm diameter with bent
spacings reduced to 6m. The total thickness of the deck for this scenario is 450mm.
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For shallower rock, the piles will be driven to refusal with reinforced concrete anchors constructed to
anchor the piles into the rock. For deep rock, the piles will be driven to a nominated level or to refusal
in the rock depending on the soil conditions and depth of rock.
4.2.2
4.3
4.3.1
Comparative construction budget costs were prepared for each Option. The comparative construction
costs were based on budget rates and responses from enquiries to suppliers and contractors.
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4.3.2
Comparison of Options
Disadvantages
Disadvantages
Disadvantages
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4.4
Discussion of Options
The comparative costs show that the piled deck with approach causeways (Option 2) would be the
least expensive to build. However, this assumes that rock will be readily available from the pulp mill
excavation earthworks at no extra cost. If rock required for the fill is not available from the pulp mill
site, the construction cost would be expected to increase. It is noted that the cost differences are
negligible between the deep rock and shallow rock schemes.
Option 3 is the least favourable option given the high construction cost and possible significant impact
on the river hydraulics. High costs would be expected given the relative difficulty of installing a
bulkhead wall. This option also assumes that rock will be readily available from the pulp mill
excavation earthworks at no extra cost. There is a potentially significant cost increase if rock is
required at deeper levels as well.
Option 1 appears to present best value (within 5% of Option 2) and vastly superior hydraulic
characteristics. Impacts on river hydraulics would be negligible. This option also places no reliance on
fill being obtained form the pulp mill site, removing a potential cost uncertainty. It is noted that the cost
difference between the deep rock and shallow rock schemes is negligible.
4.5
Preferred Option
Given the above, the preferred option for the wharf facility is Option 1 Piled Deck with Approach
Bridges. Although this option was found to be marginally more expensive than Option 2, its
advantages from an environmental view and cost risk lead to the conclusion that it is preferred over
Options 2 and 3.
4.6
Although the budget rates used are deemed to be adequate for the purposes of comparison, Maunsell
Australia Pty Ltd has no control over the cost of labour, materials, equipment or services furnished by
others, neither has it control over contractors methods for determining prices, competitive bidding or
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market conditions. The opinion of probable construction cost produced by Maunsell has been made
on the basis of best judgement as an experienced and qualified engineering consultant, familiar with
the construction industry. As Maunsell is not a qualified Quantity Surveyor, nor does it employ
quantity surveyors, Maunsell cannot and will not guarantee that any tenders or actual construction
costs will not vary from this opinion of construction cost.
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5.0
5.1
Gunns has identified that containers may also be utilised in the near future for the transportation of
pulp and, as a result, a portainer crane option has been considered. The portainer crane scheme is
based on the preferred option (piled deck with approach bridges) with additional crane beams and
intermediate piles being introduced to support crane loads and tie down. Other modifications to the
preferred option scheme include the provision of a crane maintenance area.
For the portainer crane operation, the necessary wharf modifications are considered in two stages.
Stage 1 includes works that are built into the wharf at the time of initial construction. Implementing the
Stage 1 works will reduce the cost of those items that would be difficult to build into the facility at a
later time. Stage 2 includes works that can be deferred until a later time without the need for
significant modification of the constructed wharf.
For the size of vessels using the facility (40,000dwt) the overall hatch coverage length is
approximately 150m. With buffers placed clear of the approach road the coverage of the crane would
be 177m (224m-20m-27m).
5.1.1
It is anticipated that the rail mounted ship to shore crane would be as follows:
General Dimensions
Rail Gauge
25.4m
27m
Reach
40m
12m
Loading
Wheels per leg
8 no.
1m
60 tonnes
5.1.2
The modifications to the preferred scheme (Option 1) include the addition of 2 crane beams (front and
rear), extra piles to support the crane loads and a crane maintenance area as shown in Sketch
20024505 - 007 in Appendix B. As shown in the sketch, the rear crane beam would be tied to the
main wharf deck by a strut at each headstock location. The strut may be constructed from either a
steel tube section or a precast concrete member. If a steel tube connection was preferred, chemical
anchors may be used to connect the tube between the rear beam and the wharf headstocks. To
accommodate a concrete member, a corbel would be constructed on the front face of the rear crane
beam and on the back face of the wharf headstocks.
It is anticipated that the Portainer Crane would be installed some time after commissioning of the
wharf and thus only the front crane beam would be provided in the initial construction (Stage 1). The
front crane beam would be constructed along the front row of piles. For the shallow rock condition, an
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additional 1066OD piles will be required on the front row to reduce the beam span from 14 m to 7 m.
For the deep rock condition, the front row piles will need to be increased from 760OD to 914OD.
A rebate for the later installation of a crane rail and power supply cable (if required) can be provided in
the front crane beam as part of the Stage 1 works. The rebate can be filled with a low strength
concrete until the rail is required. No allowance had been made at this stage for a cable pit adjacent
to the front beam. This would be retrofitted at Stage 2.
The rear crane beam would be built as Stage 2 and prior to the commissioning of the Portainer Crane
and its construction would most likely be carried out from the existing deck.
Provision may need to be made for the stacking of hatch covers. For the purposes of this report it is
assumed that trucking operations will not be constricted by the ships hatch covers i.e. the hatch
covers can be stacked on the wharf deck. If this were unacceptable, then additional decking would be
required between the rear of the wharf and the rear crane beam.
5.1.3
Construction budget costs were prepared for the Portainer Crane Option. The construction costs were
based on budget rates and responses from enquiries to suppliers and contractors.
5.2
Gunns has identified that a heavy lift area would give greater flexibility in operation of the wharf. This
heavy lift area would be used initially for the unloading of large/heavy equipment brought via barge
(required for the construction of the mill) and once the wharf is operational, be used for the occasional
unloading of heavy cargo from vessels.
The heavy lift area would consist of supplementary parallel RC beams that would be installed in the
mid section of the wharf. The heavy lift area would be located as shown in the Drawings.
5.2.1
Construction budget costs were prepared for a Heavy Lift Area. The construction costs were based
on budget rates and responses from enquiries to suppliers and contractors
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6.0
Conclusions
A number of options for constructing a new wharf required for the export of pulp material from Bell Bay
have been investigated.
The evaluation process considered likely construction costs and environmental implications relative to
the site. The preferred scheme of a piled deck with approach trestles (Option 1) offers a number of
advantages. These include:
There is no fill used (with the exception of the reclaimed land by others).
The variation in price between deep rock and shallow rock schemes are not significant, indicating
that ground conditions will not have a significant impact on final costs.
The wharf layout would have the least impact on river hydraulics. It is anticipated that its
construction would have negligible eddy shedding effects and imperceptible changes to river
streamlines.
The wharf layout would have the least impact on river siltation and accretion/erosion of river
banks.
The feasibility of making provision in the wharf for the later use of a portainer crane was also
considered. If a portainer crane operation is to be utilised then staged implementation of the works is
feasible and will reduce the overall capital costs.
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Area of
enlargement
RI
VE
TA
M
AR
PROPOSED LOCATION
OF WHARF FACILITY
PR
SE
PU
LP
M
IL
L
LOCALITY MAP
SURVEY
LOCATION
TIME
DATE
BIG
OF
22/06/2005
BAY
AREA
HW
or
File Name
Float ID
Depth
LALSASC.CST
LALSASC.CST
LALSASC.CST
LALSASC.CST
LW
HW
BELL
BAY
Time
Set
1148 3.42m
No
Easting
Northing
Drift Rate
1
2
3
4
486444
486430.4
486412
486374.5
5445925.8
5445944.1
5445957.1
5445967.5
150706
0
151036 323.4
151750 305.2
153305 285.5
0
22.8
22.5
38.9
0
0.11
0.05
0.04
LR-R-1.CST
LR-R-1.CST
LR-R-1.CST
LR-R-1.CST
LR-R-1.CST
LR-R-1.CST
SURFACE
SURFACE
SURFACE
SURFACE
SURFACE
SURFACE
1
2
3
4
5
6
492631.1
492455.8
492367.1
492277
492197.6
492139.1
5444116.1
5444260.4
5444355.6
5444454
5444563.3
5444638.8
133938
0
0
134600 309.5 227.1
134934
317 130.1
135230 317.5 133.4
135544
324 135.1
135745 322.2 95.5
0
0.59
0.61
0.76
0.7
0.79
LR-R-2.CST
LR-R-2.CST
LR-R-2.CST
LR-R-2.CST
LR-R-2.CST
SURFACE
SURFACE
SURFACE
SURFACE
SURFACE
1
2
3
4
5
492540
492502.5
492457.5
492377.3
492291.9
5444289.7
5444349.3
5444413.5
5444522.1
5444638
141215
0
141402 327.8
141615
325
142000 323.6
142410 323.6
0
70.4
78.4
135
144
0
0.66
0.59
0.51
0.69
LR-R-3.CST
LR-R-3.CST
LR-R-3.CST
LR-R-3.CST
LR-R-3.CST
SURFACE
SURFACE
SURFACE
SURFACE
SURFACE
1
2
3
4
5
492499.5
492398.6
492291
492160.5
492105.8
5444273.2
5444372.5
5444487.3
5444631.5
5444693.9
143336
143644
144019
144438
144629
0
0
314.5 141.6
316.9 157.3
317.9 194.5
318.8
83
0
0.75
0.73
0.75
0.75
LR-R-4.CST
LR-R-4.CST
SURFACE
SURFACE
1
2
492069.9
492021.3
5444747.5
5444802.3
145318
0
145504 318.4
0
73.2
0
0.69
LR-4M-1.CST
LR-4M-1.CST
LR-4M-1.CST
LR-4M-1.CST
LR-4M-1.CST
LR-4M-1.CST
LR-4M-1.CST
7
7
7
7
7
7
7
4.5
4.5
4.5
4.5
4.5
4.5
4.5
1
2
3
4
5
6
7
492564.7
492471.5
492412.5
492325.6
492240.8
492195.3
492115.1
5444158.8
5444253.1
5444301.3
5444396.1
5444496
5444552.1
5444640.9
134208
134629
134842
135147
135459
135643
135941
0
0
315.3 132.6
309.2 76.2
317.5 128.6
319.7
131
321 72.2
317.9 119.7
0
0.51
0.57
0.7
0.68
0.69
0.67
LR-4M-2.CST
LR-4M-2.CST
LR-4M-2.CST
LR-4M-2.CST
LR-4M-2.CST
7
7
7
7
7
4.5
4.5
4.5
4.5
4.5
1
2
3
4
5
492519.6
492484
492411.3
492351.2
492258.4
5444279.1
5444329.3
5444422.9
5444499.1
5444604.8
141256
141436
141801
142051
142541
0
0
324.7 61.5
322.2 118.5
321.7
97
318.7 140.7
0
0.62
0.58
0.57
0.49
LR-4M-3.CST
LR-4M-3.CST
LR-4M-3.CST
LR-4M-3.CST
LR-4M-3.CST
LR-4M-3.CST
4.5
4.5
4.5
4.5
4.5
4.5
1
2
3
4
5
6
492523.6
492445.2
492361.3
492206.4
492105
492052.9
5444251.5
5444328.1
5444411.8
5444588.8
5444705.2
5444764.4
143413
143738
144119
144851
145359
145643
0
314.3
314.9
318.8
318.9
318.7
0
109.6
118.5
235.2
154.4
78.9
0
0.53
0.54
0.52
0.5
0.48
LR-9M-1.CST
LR-9M-1.CST
LR-9M-1.CST
LR-9M-1.CST
LR-9M-1.CST
9
9
9
9
9
1
2
3
4
5
492481.5
492413.6
492330.5
492256.6
492177
5444050.9
5444123.9
5444220.3
5444294.5
5444372.4
134113
134411
134748
135046
135351
0
0
317.1 99.7
319.2 127.3
315.1 104.7
314.4 111.4
0
0.56
0.59
0.59
0.6
LR-9M-2.CST
LR-9M-2.CST
9
9
1
2
492504.5
492468.5
5444273.2
5444318.8
141317
0
141502 321.7
0
58.1
0
0.55
LR-9M-3.CST
LR-9M-3.CST
LR-9M-3.CST
LR-9M-3.CST
9
9
9
9
1
2
3
4
492410.7
492328.5
492244.1
492051.7
5444204.4
5444286
5444370
5444572.3
143520
0
0
143851 314.8 115.8
144239 314.9 119.1
145109 316.4 279.2
0
0.55
0.52
0.55
m/s
Appendix B Drawings
Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study
K:\20024505_00_BELLBAYPM\Eng-Plan\Reports\Bell Bay Pulp Mill Wharf Facility - Report - Rev D
(Public).doc
Revision C September 2005
Page b
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