Annex D. Relocation to Oil Terminal to St Helena Bay

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1 Annex D Relocation to Oil Terminal to St Helena Bay

2 D1 RELOCATION OF OIL TERMINAL TO ST HELENA BAY The option of relocating the oil terminal, presently located at the far end of the jetty (caissons 16 to 25) was previously investigated by Transnet. This would render this part of the jetty free to be converted into an iron ore loading facility. This change in use of the jetty implies that the oil terminal has to be relocated to another site. One of the options has to provide a Single Point Mooring (SPM) (1) in the deeper outer part of the Bay. This option has been investigated to some extent, particularly for the area of Jutten Bay. This option was not favoured by Transnet. Another option will be to establish an SPM location further north, in St Helena Bay. Three contract investigations, undertaken in parallel, were commissioned: CSIR Engineering and Environmental Feasibility Study; PRDW St Helena Bay SPM Pre-Feasibility Study; and Connell Hatch Oil Berth Conversion Project, Conceptual Study and Preliminary Engineering. D1.2 CSIR ENGINEERING AND ENVIRONMENTAL FEASIBILITY STUDY The purpose of this study was to investigate the bathymetric and environmental conditions in St. Helena Bay, evaluate the requirements associated with safe SPM operations and select one or two suitable locations. Furthermore, an assessment was to be made of the weather downtime expected for the SPM operations at the chosen site(s). The study did not deal with the legal and other aspects, related to a port extension outside the present port boundaries. The outcomes of this engineering and environmental feasibility were integrated with the other aspects such as the wider economic implications of such a SPM operation at the selected location, the conversion of the oil terminal to ore quays and the required construction schedule for the alternatives. Only when the full implications of this oil terminal relocation are identified could a decision on its viability be made. From a previous study, it appears that the area offshore of the farm Draaihoek, about 37 km north of Laaiplek at the mouth of the Berg River, would be a feasible SPM location. The study focussed on this area, which is at 32 o 29 S and 18 o 17 E. The present concept is that the oil pipeline will be buried below the seabed, from the SPM up to position above the high water line, and will continue to run inland up to the Sishen-Saldanha railway line. Limited buffer storage will have to be provided at this location. The pipeline (1) A SPM is a buoy to which a tanker is moored by a bow hawser and which also acts as a transfer facility for liquid cargo. The attached tanker is allowed to weathervane around the buoy with its bow hawser. The tanker has to pump its cargo through a floating pipeline to the SPM and subsequently to shore through a pipeline on the seabed.

3 will then follow the railway line towards Saldanha and the present large storage facilities. D1.3 PRDW: ST HELENA BAY SPM PRE-FEASIBILITY REPORT This pre-feasibility study investigated possible sites for a single point mooring (SPM) that could accommodate tankers of the size currently handled in the port (up to dwt), and that could be connected via pipeline to the existing Petro SA bulk storage tanks at Saldanha. The postulated annual throughput is up to 28 million tonne. Of the available types of SPM, the report recommends a catenary anchor leg mooring (CALM) buoy, which is the same type as those presently deployed off Durban, in Mossel Bay, and in the Oribi offshore field. A preferred site is identified in St Helena Bay, approximately 65 km north of Saldanha Bay, in 30 metres of water. The length of submarine pipeline(s) will be 4.9 km, and the overland pipe about 69 km, mainly running within the Sishen-Saldanha rail corridor. It has been assumed that the facility will be capable of both import and export of crude oil. Two options have been pursued for the pipelines; if multiple grades are to be handled then dual 36" lines will be required for displacement of the unwanted grade. Alternatively, single grade operation could be achieved with a single 48" pipe. The contents of the lines (i.e. the residual storage) would be 80,000 tonne or 72,000 tonne respectively. Booster pump stations will be required for both import and export. The possibility of constructing a buffer storage tank facility near the submarine pipe landfall has been investigated, but is not recommended. The workability of the SPM has been assessed, and is found to be generally similar to the Durban Reunion SPM, with a weather availability of about 80% of the time. Simulation modeling was recommended for a more reliable estimate of downtime and throughput. The estimated capital cost (2007) of the entire facility was R1.66 billion if dual displacement lines are required. 36 months would be required for engineering, procurement and construction. Annual maintenance and operations cost (2007) was estimated at R39 million. D1.4 CONNELL HATCH OIL BERTH CONVERSION PROJECT, CONCEPTUAL STUDY AND PRELIMINARY ENGINEERING Following significant discussions with both Transnet and TNPA engineers, several options were developed for the conversion of the Oil Berth into a third Iron Ore Berth on the existing Saldanha Bay jetty. This study critically assessed each option and in concert with both Transnet and TNPA engineers agreed on the most likely option to be used should this project proceed. The option chosen is almost identical to that used on the existing jetty. The

4 main differences being the use of longer concrete girders due to the wider spacing of the caissons #18 to #25, the need to widen the single caissons #22 to #25 and to construct a new mooring dolphin at a new location #26, some 45 metres beyond the existing jetty on the same centreline. The consideration of construction speed led to the recommendation of a Jack- Up Barge and Tender as being the main construction platform. This equipment allows for the construction of the works via a stable and generally low risk construction platform in the challenging Saldanha Bay sea state and tides. However this low risk and hence speedy solution comes at some cost as the establishment and hire of such equipment can be expensive and lead times will require considerable research and negotiation. The cost estimate (2007) provided by Connell Hatch for the conversion of the existing oil berth to an ore jetty was R1.064 billion note that this only provided for a single additional Berth 3. The estimated construction period for the ore jetty conversion was 18 months. However conversion could only commence once the SPM and pipeline option was fully operational. D1.5 CONCLUSION The CSIR studies included: A preliminary seismic survey along the proposed pipeline route and provided design information for the SPM. The preliminary environmental assessment of the SPM at Bottlefontein and the associated marine and terrestrial pipeline. A comparison was made of the impact of oil spillage at the SPM compared to the existing terminal location. The study concluded that there were no critical factors which would be a show stopper in relocation to St Helena Bay. The PRDW report provided the initial design for an SPM located at St Helena Bay. The estimated cost was R1.66 billion excluding any acquisition of land for the landline to Saldanha. The Connell Hatch study recommended the Jack-up barge and Tender (JUB&T) due to the improved construction schedule and reduced impact on port operations particularly interference with the existing ore terminal operations. The cost of conversion was estimated at R1.06 billion however this was for Berth No.3 only and extending to Berth No.4 (convention skeleton frame and dredge) is estimated at an additional R1.6 billion. The estimated total cost for relocating at St Helena Bay is provided in Table 1.1 below:

5 Table 1.1 Estimated Total Cost for St Helena Bay Relocation SPM Relocation to St Helena Bay SPM, marine pipeline and landline Conversion of Oil Jetty to Ore Berth Provision of conventional Berth No.4 Total Cost R1.66 billion R1.06 billion R 1.60 billion R4.32 billion Provision of Berths 3 & 4 Skeleton Frame & Dredge was estimated (excluding fees. contingencies and escalation) to cost: Location 1 Location 2 Location 3 Location 4 R 3.76 billion R 3.54 billion R5.876 billion R 5.12 billion The time schedule for the SPM totalled 4.5 years with considerable interruption to shipping during dredging and construction. In addition, initial delays could be expected in the EIA process for the SPM and the landline route from St Helena to the Saldanha storage facility. Conversion of the Oil could not commence until the SPM and associated infrastructure were fully operational. Conventional construction of skeleton frame jetties and dredging has a construction period of 3 years from approval to proceed with construction.

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