Professional Documents
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Design Study
September 2005
Conceptual Design Study
Prepared for
Gunns Limited
Ref 20024505.00
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Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study
Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study
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.
Tidal planes.
Wind.
Waves.
Currents.
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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.
* *
Type Max Vessel Min Vessel Barge Barge
* 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.
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.
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.
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
The following Services were considered:
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.
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.
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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.
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.
This option comprises a suspended structure on piles and approach causeways with 2 mooring points.
The suspended structure consists of two short approach trestles and a wharf deck with dimensions
being 10m wide and 20m long, and 20m wide and 224m long respectively. Similar to Option 1, the
suspended structure consists of an in-situ deck on prestressed planks supported by precast concrete
headstocks. The approach causeways are approximately 70m long and are constructed from rock fill
with the embankments lined with rock armour to protect against erosion.
The mooring points (approximately 4m x 4m in dimension and also supported on piles within
embankment) are positioned upstream and downstream of the wharf deck with an offset of
approximately 40m and a setback of 10m from the berthing face.
Similar to Option 1, the pile size and pile bent spacings for the suspended structures for the shallow
rock and deep rock scenarios are 1,000mm diameter at 14m spacing and 750mm diameter at 6m
spacing respectively. Deck thicknesses are 700mm and 450mm respectively. Piling work will be as
noted for Option 1.
This option is essentially reclaimed land with a bulkhead wall forming the berth line. The bulkhead wall
is constructed using steel tubular piles with welded clutches, tie rods and anchor piles. Retained fill
comprises excavated material from the pulp mill site.
This option includes mooring points similar to those of Option 2 (approximately 4m x 4m in dimension
and also supported on piles) that are positioned within the fill at the extreme ends of the bulk head
wall.
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4.3.2 Comparison of Options
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.
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5.0 Modifications to Preferred Scheme
5.1 Portainer Crane Option
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).
General Dimensions
Rail Gauge 25.4m
Length of crane between buffers 27m
Reach 40m
Distance between wheel bogie 12m
centrelines
Loading
Wheels per leg 8 no.
Distance between wheels 1m
Load per wheel 60 tonnes
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.
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.
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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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Appendix A Supplementary Information
Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study
RI
VE
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TA
M PR
AR O
P
O
SE
D
PU
LP
PROPOSED LOCATION M
IL
OF WHARF FACILITY L
LOCALITY MAP
SURVEY DATE 22/06/2005
LOCATION BIG BAY AREA
TIME OF HW or LW HW BELL BAY 1148 3.42m
File Name Float ID Depth No Easting Northing Time Set Drift Rate m/s
Specification - Bell Bay Pulp Mill Wharf Facility Conceptual Design Study