WSF Terminal Design Manual M 3082.05 Page 330-1 April 2016

Chapter 330 Marine

330.01 General330.02 References330.03 DesignSpecificationsMatrix330.04 DesignConsiderations330.05 Vessels

330.06 TidalInformation330.07 Slips330.08 BerthingandMooringCriteria330.09 Wave,Flood,andCoastalStormLoading

330.01 GeneralThischapteridentifiesthemajormarinestructuresassociatedwithaferryterminalalongwiththespecificationsusedfortheirdesign.RefertoExhibit330-2forasamplelayoutofthemarinestructuresandthechapterscoveringtheirdesign.

Thischapteralsoprovidesguidelinesfordesigningtheferryterminalslipberthingstructures(wingwalls,fixeddolphins,andfloatingdolphins)inadditiontovesselandtidalinformationrelevanttotheirdesign.WingwallanddolphindesignarediscussedinmoredetailinChapters630, 640,and650.

Vashon Ferry Terminal Slip 1Exhibit 330-1

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Example Marine Structures LayoutExhibit 330-2

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WSF Terminal Design Manual M 3082.05 Page 330-3 April 2016

Foradditionalinformation,seethefollowingchapters:

Chapter Subject 300 Accessibility 310 Security 320 EnvironmentalConsiderations 630 Wingwalls 640 FixedDolphins 650 FloatingDolphins

330.02 ReferencesUnlessotherwisenoted,anycode,standard,orotherpublicationreferencedhereinreferstothelatesteditionofsaiddocument.

(1) Federal/State Laws and Codes28CFRPart35 Nondiscrimination on the Basis of Disability in State and Local Government Services

33CFRPart66 Private Aids to Navigation

33CFRPart154 Facilities Transferring Oil or Hazardous Material in Bulk

33CFRPart165.1317 Security and Safety Zone; Large Passenger Vessel Protection, Puget Sound and adjacent waters

49CFRPart39 Transportation for Individuals with Disabilities – Passenger Vessels

49CFRPart661 Buy America Requirements – Surface Transportation Assistance Act of 1982, as amended

WAC296-56 Safety Standards – longshore, stevedore and related waterfront operations

WAC296-56-60115 Other protective measures

WAC296-876 Ladders, portable and fixed

RCW 47.28.030 Contracts — State forces — Monetary limits — Small businesses, veteran, minority, and women contractors — Rules — Work on ferry vessels and terminals, ferry vessel program

(2) DesignCodesandSpecificationsAASHTOLRFD Bridge Design Specifications(AASHTOLRFD),AmericanAssociationofStateHighwayandTransportationOfficials,Washington,D.C.

AASHTO Guide Specifications for LRFD Seismic Bridge Design(AASHTOGuide),AmericanAssociationofStateHighwayandTransportationOfficials,Washington,D.C.

AASHTO Guide Specifications for Bridges Vulnerable To Coastal Storms,AmericanAssociationofStateHighwayandTransportationOfficials,Washington,D.C.

AASHTOLRFDMovable Highway Bridge Design Specifications (AASHTOMovable),AmericanAssociationofStateHighwayandTransportationOfficials,Washington,D.C.

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AASHTOLRFDGuide Specifications for the Design of Pedestrian Bridges(AASHTOPedestrian),AmericanAssociationofStateHighwayandTransportationOfficials,Washington,D.C.

ASCE Minimum Design Loads for Buildings and Other Structures, ASCE/SEI 7-10, 2010,AmericanSocietyofCivilEngineers,Reston,VA.

ASCE Seismic Design of Piers and Wharves, ASCE/COPRI 61-14,2014,AmericanSocietyofCivilEngineers,Reston,VA.

ASCE Flood Resistant Design and Construction, ASCE/SEI 24-14,2014,AmericanSocietyofCivilEngineers,Reston,VA.

FEMACoastal Construction Manual: Principles and Practices of Planning, Siting, Designing, Constructing, and Maintaining Residential Buildings in Coastal Areas, FEMA P-55,2011,FederalEmergencyManagementAgency,WashingtonD.C.

Bridge Design Manual LRFD,M23-50

Design: Moorings, Unified Facilities Criteria (UFC) 4-159-03,October2005,DepartmentofDefense,WashingtonD.C.

Design: Piers and Wharves, UFC 4-152-01,July28,2005,DepartmentofDefense,WashingtonD.C.

International Building Code,InternationalCodeCouncil,WashingtonD.C.

General Special Provisions,WashingtonStateDepartmentofTransportation,Olympia,WA.

Design ManualM22-01

Plans Preparation ManualM22-31

Private Aids to Navigation,WSFTerminalEngineeringLibrary

Region General Special Provisions, WSF

General Structural Notes, WSF

Safety Management System (SMS) Manual, United States Coast Guard(USCG)

Shoreline Master Program (SMP) Handbook,WashingtonStateDepartmentofEcology

Standard Specifications for Road, Bridge, and Municipal Construction(Standard Specifications)M41-10

(3) Supporting InformationLife Cycle Cost Model(LCCM),WSF

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330.03 DesignSpecificationsMatrix

Terminal Structure AA

SHTO

LR

FD

Specificatio

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AA

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Bulkhead XTrestle X XTransfer Span & Apron X X XGangway/Gangplank X X XFixed Pedestrian OHL X XMovable Pedestrian OHL X X X XTerminal Buildings & Toll Booths X XLadders/Stairs - Employee X XStairs - Public XGuardrail/Railing – Employee X X XGuardrail/Railing – Public X XWingwalls XDolphins X

[1] AASHTOLRFDSpecificationsincludethefollowing: Guide Specifications for LRFD Seismic Bridge Design, LRFD Bridge Design Specifications,

and LRFD Guide Specifications for the Design of Pedestrian Bridges[2] WSF Terminal Design Manual guidelines are intended to supplement design codes

where applicable.

StructuralDesignSpecificationsMatrixExhibit 330-3

330.04 Design Considerations(1) Accessibility

Whereverpedestrianfacilitiesareintendedtobeapartofatransportationfacility,28CFRPart35requiresthatthosepedestrianfacilitiesmeetADAguidelines.Federalregulationsrequirethatallnewconstruction,reconstruction,oralterationofexistingtransportationfacilitiesbedesignedandconstructedtobeaccessibleanduseablebythosewithdisabilitiesandthatexistingfacilitiesberetrofittedtobeaccessible.

Additionally,49CFRPart39prohibitsownersandoperatorsofpassengervesselsfromdiscriminatingagainstpassengersonthebasisofdisability,requiresvesselsandrelatedfacilitiestobeaccessible,andrequiresownersandoperatorsofvesselstotakestepstoaccommodatepassengerswithdisabilities.

Designpedestrianfacilitiestoaccommodatealltypesofpedestrians,includingchildren,adults,theelderly,andpersonswithmobility,sensory,orcognitivedisabilities.RefertoChapter300foraccessibilityrequirements.

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(2) SecurityChapter310includesageneraldiscussionoftheUnitedStatesCoastGuard(USCG)three-tieredsystemofMaritimeSecurity(MARSEC)levels,vesselsecurityrequirements,andadditionalinformationpertainingtomarinedesign.Belowarelinkstorelevantsectionsbytopic.CoordinatewiththeWSFCompanySecurityOfficer(CSO)regardingdesignissuespertainingtosecurity.Inaddition,coordinatewiththeUSCGandMaritimeSecurityforallterminals,theUnitedStatesCustomsandBorderProtection(USCBP)forinternationalterminals,andtheTransportationSecurityAdministration(TSA)forTransportationWorkerIdentificationCertification(TWIC)andSensitiveSecurityInformation(SSI).• MARSECLevels:310.04 • VesselSecurity:310.05• WatersideStructures:310.09• AccessControl/RestrictedAreas/TWIC:310.10• Signage:310.13

(3) Environmental ConsiderationsRefertoChapter320forgeneralenvironmentalrequirementsanddesignguidance.RefertotheprojectNEPA/SEPAdocumentationforproject-specificenvironmentalimpactsandmitigation.

(4) Operations and MaintenanceConsultwithWSFOperationsandTerminalEngineeringMaintenanceforconsiderationofthefollowingoperationsandmaintenanceissues:• Minimizerepairandmaintenancerequiredduringthedesignlife.• Specifypaintcolorsonthedarkersidetohelpreduceoxidationprocess.• Providebirddeterrenceasnecessary• Accommodatenavigationalaidsasrequired• Considerconstructionmethodsandphasingimpactstovesselandterminaloperations.

• ProvidecorrosionprotectionofsteelpilesasrequiredtoachievethedesignlifespecifiedintheLife Cycle Cost Model (LCCM).

• Accommodateaccessibilityforrepaircrews• Accommodateinspectionaccessforfederalregulations

Notethatbirddeterrencecanincludebirdwireandbirdpointsystems,butstructurescanalsobedesignedsoastonotprovidenestingopportunitiesforbirds.

Additionally,designstructuresandfacilitiessothatmaintenanceactivitiescanbecompletedincompliancewithOSHA/WISHArequirements.

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(5) Vessel RestraintWSFhasbeeninvestigatingthedevelopmentofavesselrestraintsystemasonemeansofreducingfuelconsumptionwhilethevesselisdockedandunloadingandloadingpassengersandvehicles.Currently,vesselcaptainsapplysignificantenginethrustpushingthevesselagainstthewingwallsanddolphinstoensurethevesseldoesnotdriftawayfromthesestructures.Bydevelopingamechanicalmeanstoholdthevesselinposition,thisthrustcanbereducedandsignificantfuelandcostsavingscanbeachieved.Onesystemcurrentlyunderstudyisavacuum-basedautomatedmooringtechnology.

Wherevesselrestrainthasbeenidentifiedtobeafeasibleandcost-effectivecomponentofaslip’sinfrastructure,incorporatetheappropriatesystemintotheberthingaidarrangement.

(6) Proprietary ItemsWSFusescompetitivelyacquiredproductstofulfilltherequirementsofacontractwhereverfeasibletohelpachievethelowestprice,thebestquality,andthemostefficientuseofresources.Thereareinstancesinwhichcompetitivebiddingmaynotorcannotbeprovidedandaspecificproprietaryproductisallowed.RefertoSection220.07(2)forlimitationsontheuseofproprietaryitems.

(7) Long Lead Time ItemsConsiderpotentiallongleadtimeitemsforthecontractortoprocureinboththedesignandtheconstructionschedules.Manylongleadtimeitemswillbeshop-fabricatedandassembledoff-sitepriortodeliveryforinstallation.Includeathoroughshopdrawingpreparationsubmittalandreviewprocessfortheseitems.AlsotherequirementofFederalFundingPartnerstobuyAmerican-producedsteeltomeettheBuyAmericarequirementsper49CFRPart661forsteelproductsmayrequireadditionaltimeduetothemillrollingschedulesofthevariousdomesticsteelmanufacturers.Thisprocurementprocesscouldtakeanywherefromsixtoninemonths.Otherstrategiestoaccommodatelongleadtimesincludeadvancedpurchase,usingWSFstock,anddelayofthecontracttoallowforprocurement.

Typicallongleadtimeitemsinclude:• Steelpipepiles• Precastprestressedconcretepiles• Precastprestressedconcretedeckmembers• Marinefenders• UHMWpolyethylenerubbingfaces• Wingwalltimbers• Hydraulicliftcylinders,pumpsandvalvesfortheVTSandOHLsystems• Sheavesandblocks• Hoistmotors• Steelchainsforfloatingdolphins

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(8) Design LifeDesignlifeisbasedonthecurrentLife Cycle Cost Model(LCCM)asrequiredbytheWashingtonStateOfficeofFinancialManagement(OFM).RefertoTable1forthedesignlifeofnewstructures(asof2007)andTable2fordesignlifeofstructurespriorto2007,inthe2010Life Cycle Cost ModelUpdate(2010LCCM)forinformationonwhenexistingmarinestructuresandtheirsystemsaredueforreplacement.ConfirmdesignlivesgivenbelowareconsistentwiththecurrentLCCM.Replacementlifemaybereducedduetofunctionalobsolescence.Replacementlifeofberthingstructuresalsomaybereducedduetodamagefromvesselimpact.

(9) Corrosion MitigationCorrosionistheprimaryfactorinthelifespanreductionofastructureinthemarineenvironment.Forthosestructuralcomponentsthatrelyonsteeltoprovidestrength,developacorrosionprotectionprogram(includingcoatingsand/orreservematerial)tomeettheirdesignlivesassetforthintheLCCM.Provideaplanforpreservingthecorrosionprotectionsystemforthedesignlifeofthestructure.Basedesignonthefollowingestimatedcorrosionlossratesforbaresteel:• Atmosphericzone:0.004inchperyear• Splashzone:0.006inchperyear• Tidalzone:0.004inchperyear• Submergedzone:0.003inchperyear• Otherzones:0.001inchperyear

Considerthesite-andstructure-specificcorrosionprotectionmethodsbelowforuseinthedesign,basedonlifecyclecosts.

(a) Reinforced Concrete Shafts and Cast-in-place Concrete Piles• Use aminimum3-inchconcretecoverforreinforcingsteel.• UsestandardWSDOTClass4000Pconcretemix.• Useepoxy-coatedsteelreinforcement.

(b) Steel Pipe Piles• CoatallpilesinaccordancewiththepilecoatingsystemspecifiedinthecurrentWSFRegionGeneralSpecialProvisionscoveringpaintingofsteelpiling.Thebottom20feetofpilemaybeuncoated

• TheminimumrequireddesignthicknessofthepilesshallbeshownintheContractPlansforthevariouscorrosionzoneslistedabove.

• Coatingswillbemaintainedbasedontheresultsofrequiredinspectionsperformedeverytwoyears.

(c) Steel Framing• CoatallsteelaccordancewiththecoatingsystemspecifiedinthecurrentWSDOT

Standard Specifications assupplementedbytheWSFRegionGeneralSpecialProvisioncoveringpaintingofsteel.

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(d) Cast-in-place and Precast Concrete• Allcast-in-placesuperstructuremembers(includingpilecaps)thatarenotprestressedshallmeettheserviceabilityrequirementsofParagraph5.7.3.4ofAASHTOLRFDBridge Design Specifications.Useanexposurefactorγeof0.60.

• Precastprestressedstructuresshallbedesignedforzeronettensionforserviceloadcombinationswhichincludedeadloadandliveload.

• Innon-prestressedconcrete,theconcretecovershallbe3inchesforallreinforcingsteel.Forprestressingsteelinitseffectivezone,2inchesofconcretecoverisallowed.Prestressingisnotfullyeffectiveattheendofabeamandthereforethecovershouldbe3inchesattheendofthebeamorpanel.

• UsestandardWSDOTconcretemixes.• Useepoxy-coatedsteelreinforcement.

(10) Scour and Mudline ElevationsDeterminemudlineelevationsforstructuralandgeotechnicaldesignfromlinesoundingsandpredictedscouroverthelifeofthestructure.Considertheeffectsofpileremovalactivities(includingclamshellingoftimberpilesandpilestubs)andscourcoincidentwithoradjacenttothepilesorshaftsinestablishingthedesignmudlineelevationsforthestructuresatthestartandendoftheirdesignlife.Considertheeffectsofchangingdesignmudlineelevationsontheperformanceofthestructures(intermsofstrengthanddisplacement)overtheirdesignlife.Ingeneral,whenclamshellingoccursatthelocationofnewpiles,discountthetopfivefeetofsoilbasedontheassumptionitisdisturbed.Scouriscausedbyferryvesselpropellerwashandtidalcurrents.Theestimatedscourdepthsareafunctionofsoilpropertiesandpastscouratthelocationsofthestructures.Thepileremovalactivitiesandscoureffectsarenotadditive(i.e.,whenclamshellingandscourbothoccur,usethemaximumdiscountedsoildepth).IfamoreaccurateanalysisofscouriswarrantedtheWSFMaintenancegrouphasannualrecordsatallslipsavailableforreview.

ConsulttheWSDOTGeotechnicalBranchtoreviewtheseguidelinesandtodeterminewhetherlessormoresoilshouldbediscountedbasedonthesoilsatthelocationofthestructureunderconsideration.

(11) Geotechnical RequirementsDesigngeotechnicalelementsinaccordancewiththeGeotechnicalRecommendationsprovidedbytheWSDOTGeotechnicalBranch.TheGeotechnicalRecommendationswilltypicallyinclude:• Site-specificseismicdesign• Liquefactionandlateralspreading

– Slopestability– Downdragforces– Axialcapacityoffoundationelements– InputdataforL-Pilelateralanalysis– Groupreductionfactorsduetopilespacing– Lateralforcesforbulkheaddesign– Constructabilityrecommendationsincludingtypeandcapacityofpiledrivingequipmentanduseofcuttingshoes.

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(12) MaterialsSpecificationUtilizematerialsthatareinaccordancewiththerequirementsoftheWSDOTStandard SpecificationsandWSFGeneral Structural NotesandRegion General Special Provisions.

MakeuseofWSFstockpilesofmaterialswherepossible;howeverBuyAmericaandBuyAmericanrequirementsneedtobeaddressedbeforeapprovaltousestockpiledmaterialsisallowed.EarlyconsultationwithHQDesignASDEisrecommended.Stateforcelaborlimitsalsoapply(refertoRCW 47.28.030formoreinformation).

FormaterialrequirementsoffederallyfundedprojectsincludingtherequirementforAmerican-madesteelreferto49CFRPart661. See Section220.07(3)BuyAmericaandBuyAmerican,foradditionalinformation.

(13) Miscellaneous ConsiderationsUsestandardWSFstructureswhereappropriate.

(14) Right of Way and Sundry Site PlansRightofWayPlansaretheofficialstatedocumentsusedasthebasistoacquirerealestateandotherpropertyrightsforroadways.Itistheresponsibilityoftheregiontoprepareplansfortheacquisitionofrightsofway(R/W),includingeasements,permits,andanysubstantiatingdocumentationnecessaryforcompletionoftheplans.VerificationofownershipofexistingR/Wisalsorequired.

ASundrySitePlanisusedtomappropertythatcannotbeshownonaRightofWayPlansuchasferryterminals,wetlandsmitigationsites,parkandridelots,stockpilesites,andstormwaterretentionorotherreclamationsites.

BothRightofWayPlansandSundrySitePlansconveylegalinformationregardingpropertyboundaries.RightofWayPlansaretypicallybasedonroadwayalignmentswhereasSundrySitePlansarenotbasedonroadwayalignments.Whentheboundariesofanexistingferryterminalaremodified,thecorrespondingRightofWayPlansandSundrySitePlansmustalsobemodified.TheSundrySitePlancontainsallterminalpropertyinformationwiththeexceptionofpropertyonhighwayrightofway.RefertotheWSDOTPlans Preparation ManualforadditionalinformationregardingRightofWayandSundrySitePlans.Toobtaintitlereportsordetermineifanyacquisition,easements,leasesorrightofentryagreementsmaybeneededfortheproject,contacttheWSDOTregionalorheadquartersRealEstategroup.

WSDOThasdecisionauthorityonstaterightofwayinunincorporatedareasandwithincitiesbelowaspecifiedpopulationassetforthintheWSDOTDesign Manual. WSDOTalsomaintainsdecisionauthorityinlimitedaccessareas.ObtainapprovalthroughthelocalWSDOTregionandtheHQRightofWayOfficeformodificationstostaterightofwayinunincorporatedareas.CoordinatewithbothWSDOTandthelocaljurisdictionforimprovementsandanyassociatedpermitrequirementswithinincorporatedareas.

(15) DNR Leased PropertyWSFleasesoffshorestate-ownedlandthroughtheWashingtonStateDepartmentofNaturalResources(DNR)atseveralexistingterminals.ADNRauthorizationtousestate-ownedaquaticlandsisrequiredifprojectswilloccuronoroverstate-owned

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aquaticlands.TheuseofthislandisthroughaDNRauthorizationthatservesasalegalcontractthatoutlinesthetermsandconditionsofuseandconveyscertainpropertyrightstotheuser(WSF)inexchangeforrent.WSF/WSDOTisresponsibleforcontactingtheDNRearlyinthedesignprocesstodetermineanyrequirementsforattainingoralteringexistingleases.CoordinatewiththeWSDOTRightofWayBranchonissuesregardingDNRleasedproperty.

330.05 Vessels(1) Design Vessels

Exhibit330-4providesasummaryofthedesignvesselsforeachoftheWSFferryterminals.Designvesselsarebrokenoutintotwocategories.• UseCategoryIincludesvesselsthatwilltypicallyusetheterminal.Thesevesselswillbeusedduringalloperatingconditionsandwillbemooredovernightatterminalsthathavemooringfacilities.

• UseCategoryIIincludesvesselsthatwillbeutilizedassubstitutesforCategoryIvessels duringplannedmaintenanceactivities.Vesselswillbeinfrequentlymooredovernightatterminalsthathavemooringfacilities.

Terminal Jum

bo M

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Anacortes I I I II IIBainbridge Island I II Bremerton I I I IClinton I ICoupeville IEdmonds I I II II IIFauntleroy I I IIFriday Harbor I I I I II IIKingston I I II II IILopez I I I I II IIMukilteo II I I II IIOrcas I I I I II IIPointDefiance II II IPort Townsend ISeattle I I I I IShaw I I I I II IISouthworth I I IITahlequah II II IVashon I I II

Design VesselsExhibit 330-4

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(2) Vessel ParticularsRefertoAppendixOandExhibit330-6fordesignvesselparticulars.Designparticularsarethedimensional,capacityandotherpropertiesofthedesignvessel,especiallythosethatarerequiredforthedesignofthefacilitiesandstructuresthevesseluses.Theseincludethevessel’sdisplacement,length,beam,draft,freeboard,passengercapacityandvehiclecapacity.Thedisplacementisafunctionofthevessel’sweight,thecapacitiesofitsfuelandwatertanksaswellasitspassengerandvehiclecapacities.Whilethevessel’slengthandbeamareindependentofthedisplacement,thedraftisdirectlyproportionalandthefreeboardisinverselyproportionaltothedisplacement.Thevessel’sdraftiscriticaltothedesignofasliptoensureadequateclearancebetweenthevessel’skeelandenginesandtheslip’smudline.Thefreeboardisaprimaryfactorinthedesignoftide-dependentstructuressuchasthevehicletransferspan,overheadloading,andtie-upslipgangplanksystemsaswellasthewingwallanddolphinrubfaces.

Someparticularswillvaryasaresultofthedifferentlevelsofloadingavesselissubjectto.ThemostcommonconditionusedfordesignistermedtheOperationalVessel(orHeavyVessel)whichisdefinedastanksatfullcapacityandthefullcapacityofvehiclesandpassengersforwhichthevesselisdesignedandlicensed.However,avesselwillfrequentlybeemptyofvehiclesandpassengersandhaveeitherfullorpartiallyfulltanks.ThisconditionistermedtheLay-upVesselandresultsinthehighestfreeboardwhich,whencoupledwiththehighestdesigntide,givesthemaximumvesseldeckelevation.ThefollowingtableExhibit330-5illustratesthetwoloadingconditionsandtheirusesinthedesignofterminalfacilities.Operationsstaffwillprovideguidanceastowhichloadingcondition(s)aretobeusedforthedesignofparticularfacilities.

Loading Condition Definition Design ElementsOperational Vessel Full Tanks

Full Passenger Load Full Vehicle Load

Operating Slip Landing Aid Design Energy Low Tide Operational Range

Operating Slip Mudline ElevationLay-up Vessel Half-full or Full Tanks

No Passengers No Vehicles

Tie-up Slip Landing Aid Design Energy High Tide Operational Range Tie-up Slip Mudline Elevation Night Tie-up Mooring Range

Vessel ConditionsExhibit 330-5

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Vessel DiagramsExhibit 330-6

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(3) Vessel UtilitiesExhibit330-7identifiesthetypeofvesselutilitiesprovidedateachWSFterminal.Refertoutilitycriteriabelowforutilitiestobeprovided.SeeChapter560SiteUtilitiesforadditionalinformation.

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Anacortes X X X X X TruckBainbridge Island X X X Pier 15Bremerton X X X TruckClinton X X X TruckCoupeville X X TruckEdmonds X X X X X Pier 15Fauntleroy X X X X X TruckFriday Harbor X X X X X TruckKingston X X X Pier 15Lopez X X N/A*Mukilteo X X X X X TruckOrcas X X N/A*PointDefiance X X X X X TruckPort Townsend X X X X X TruckSeattle X X X X X Pier 15Shaw X X N/A*Southworth X X X TruckTahlequah X X TruckVashon X X X Truck

*No fueling takes place at terminal. Vessels are fueled by truck in Anacortes or Friday Harbor.

WSF Ferry Terminal Vessel UtilitiesExhibit 330-7

(a) Potable WaterProvideonedomesticwaterlineperslipforfillingfreshwatertanks.Mostvesselfreshwatersystemsutilize4-inchpipe.Sizetheshore-sidefreshwaterfillpipingtobeconsistentwiththeterminalservicepiping,usually1½-inchor2-inch.Thevesselswillbeprovidedwiththenecessaryfittingstoconnecttothesizeprovidedonthetransferspan.Connecttothemunicipalsystem.SeeSection560.04PotableWaterforadditionalinformation.

Incorporateineachtransferspandomesticwaterlineabackflowpreventerinaheatedenclosureorroomnearthetransferspanhingeline.Asanalternative,thebackflowpreventermaybeprotectedfromfreezingwithheattapeandinsulation.

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(b) Sewer Pump-outProvideone4-inchsewerpumpoutperslip.Connecttomunicipalsystem.Verifydischargeratewithrespecttotheexistingsystemcapacitywithlocalsewerdistrict.SeealsoSection560.04SanitarySewerforadditionalinformation.

(c) Solid WasteConsidercombiningvesselsolidwastecollectionareawithterminalbuildinggarbagecollectionarea.Providevehicularserviceaccesstothecollectionarea(s).

(d) Shore PowerProvideone200-amp,480-voltserviceconnectionperslip.TerminalsdesignedforJumboandJumboMarkIIdesignvesselsrequiretwo200-amp,480-voltserviceconnectionsperslip.SeeSection560.09SitePowerforadditionalinformation.

(e) Shore Power BackfeedProvideonevesselshorepowerbackfeedperslip.

(f) FuelVesselfuelingiseitherviatruckdeliveryortakesplaceatPier15offofHarborIsland.AlloftheislandterminalvesselsarefueledinAnacorteswiththeexceptionoftheinter-islandvesselwhichisfueledviatruckatFridayHarbor.RefertotheUSCGSafetyManagementSystem(SMS)proceduresforvesselfuelingrequirements.Containmentboomsarerequiredwherefuelingoperationsoccur.

(4) Vessel Routes and Terminal Locations

Exhibit330-8identifiestheexistingWSFferrysystemroutesandcorrespondingterminallocations.AppendixPandAppendixQcontainadditionalrouteandterminalreferencedata.

WSF Ferry System Routes and Terminal Locations

Exhibit 330-8

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(5) Vessel Security and Safety ZonesPer 33CFRPart165.1317,“thereisestablishedalargepassengervesselsecurityandsafetyzoneextendingfora500-yardradiusaroundalllargepassengervesselslocatedinthenavigablewatersoftheUnitedStatesinPugetSound,WA,eastof123°30'WestLongitude.[Datum:NAD1983].”Considerrequirementsofthemovingsecurityzone,establishedbyCaptainofthePortPugetSound,asfollows:• Vesselswithin500yardsmustoperateatminimumspeednecessarytomaintainsafecourseandrespondtodirectionsoftheWSFWatchOfficeroron-sceneofficialpatrolofficer.

• Vesselsandpersonsareprohibitedfromapproachingwithin100yards(underway)unlessauthorizedbyWSFortheon-scenepatrolofficer.

• Vesselsandpersonsareprohibitedfromapproachingwithin25yardsofanyWSFvesseldockedataterminal,withoutauthorization.

330.06 Tidal Information(1) Terminal Tidal Datums

ThegeneralarrangementofterminaltidaldatumsisillustratedinExhibit330-9.TidaldatumsaretabulatedinExhibit330-10.TheNorthAmericanVerticalDatumof1988(NAVD88)datumsweredeterminedfromasurveyoftheterminalsbytheWSDOTGeoMetrixGeodeticSurveyOffice.MeanHighWater(MHW)andMeanHigherHighWater(MHHW)werecalculatedusingVDatum3.2softwareprovidedbytheNationalOceanicandAtmosphericAdministration(NOAA).ElevationsforNAVD88,MHW,andMHHWaregivenwithrespecttothedatumMLLW=0.00feet.Coordinatesusedtodeterminedatumscorrespondtoeachterminal’smainslipbridgeseatastabulatedinExhibit340-3. See AppendixXforadditionalinformation.

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(Values are from Anacortes Ferry Terminal. For values at other terminals see Exhibits 330-11, 330-12, and 340-3)

General Arrangement of Terminal Tidal Datums, Design Water Levels and Vertical Project Datum

Exhibit 330-9

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Datums: MHHW:MeanHigherHighWater MHW:MeanHighWater NAVD88:NorthAmericanVerticalDatumof1988 MLLW:MeanLowerLowWater

TerminalMLLW (Datum)

(Feet)NAVD88

(Feet)MHW (Feet)

MHHW (Feet)

Anacortes 0.00 0.55 7.31 8.05Bainbridge Island 0.00 2.51 10.52 11.31Bremerton 0.00 2.50 10.86 11.74Clinton 0.00 2.05 10.23 11.10Coupeville 0.00 1.12 7.78 8.59Edmonds 0.00 2.05 10.07 10.93Fauntleroy 0.00 2.52 10.67 11.55Friday Harbor 0.00 0.49 7.08 7.72Kingston 0.00 2.05 10.14 10.99Lopez 0.00 0.53 7.11 7.82Mukilteo 0.00 2.06 10.19 11.05Orcas 0.00 0.58 7.11 7.88PointDefiance 0.00 2.49 11.06 11.94Port Townsend 0.00 1.11 7.86 8.55Seattle 0.00 2.33 10.49 11.36Shaw 0.00 0.53 7.14 7.84Southworth 0.00 2.52 10.69 11.58Tahlequah 0.00 2.49 11.01 11.89Vashon 0.00 2.53 10.66 11.53

Terminal Tidal DatumsExhibit 330-10

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(2) Design Tidal Ranges DesigntidalrangesaretabulatedinExhibit330-11.TheyweredevelopedusingNOAA-verifiedtidedatafromthepast17years.Theuseofverifiedtidedatameansthattheeffectsofstormsurge,atmosphericpressureandotherweathereffectsareincludedwiththepredictedastronomicaleffects.

MaximumDesignWaterLevelsincludeamediumestimateofSeaLevelRise(SLR)of13inchesandareintendedforallstructuresincludingthosewith50and75-yeardesignlives.Structureswith50-yeardesignlivesincludeberthingstructures(wingwallsanddolphins).Structureswith75-yeardesignlivesincludevehicleandpedestrianloadingstructures(trestles,vehicletransferspans,andoverheadloadingsystems).Structureswithdesignlivesshorterthan50yearsneednotincludeSLR.DesignWaterLevelsarereferencedtothedatumMLLW=0.00feet.SeeSection330.06(3)andAppendixXforadditionalinformation.

Terminal

Design Tidal Range (Feet MLLW)

Minimum Water Level

Maximum Water Level

Maximum Water Level (Incl. SLR)

Anacortes -4.36 10.90 11.98Bainbridge Island -4.98 14.60 15.68Bremerton -4.88 15.18 16.26Clinton -4.83 14.16 15.24Coupeville -4.46 11.60 12.68Edmonds -4.83 14.02 15.10Fauntleroy -4.93 14.89 15.97Friday Harbor -4.09 10.90 11.98Kingston -4.88 14.16 15.24Lopez -4.05 10.79 11.87Mukilteo -4.83 14.16 15.24Orcas -3.92 10.44 11.52PointDefiance -4.93 15.33 16.41Port Townsend -4.36 11.60 12.68Seattle -4.88 14.60 15.68Shaw -4.32 10.44 11.52Southworth -4.83 14.89 15.97Tahlequah -4.93 15.33 16.41Vashon -4.93 14.89 15.97

Terminal Design Tidal RangesExhibit 330-11

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(3) Sea Level Rise Sealevelrise(SLR)duetoclimatechangewillcontinuetomodifyterminaltidallevelsinthe21stcentury.Atpresenttherateoffuturesealevelrisecanonlybeestimated.

InPugetSoundWSDOTprojectsanestimatedmediumchangeinsealevelof6inches(witharangeof3to22inches)bytheyear2050andanestimatedmediumchangeinsealevelof13inches(witharangeof6to50inches)relativeto2000bytheyear2100.TheseestimatesarebasedonthereferencedocumentClimateImpactsVulnerabilityAssessmentReportAppendixA(November2011)(seeAppendixX).MorerecentresearchbytheNationalAcademyofSciencesSea-LevelRisefortheCoastsofCalifornia,Oregon,andWashington:Past,Present,andFuture(2012) projectsanestimatedchangeinsealevelof24inches(witharangeof4to56inches) relativeto2000bytheyear 2100.

Designallmarinestructures(witheithera50ora75-yeardesignlife)toaccommodateamediumestimateofSLRof13inches.Provideaplantoadaptorreplacethemarinestructurestoaccommodateahighestimateof50inchesinaworst-caseSLRscenario.AsmoreinformationbecomesavailableregardingprojectedSLRrefertoAppendixX toadjusttheDesignTidalRangesaccordingly.Adjustmentsmaybenecessaryonabiennialbasis.

Anotherphenomenonrelatedtoclimatechangeistheincreaseinsignificantwaveheightandstormsurgeduetomoreintensestorms.AccordingtotheClimateImpactsVulnerabilityAssessmentReportAppendixA,significantwaveheighteventsontheWashingtoncoastareprojectedtoincreaseapproximately2.8inchesperyearthroughthe2020’s.However,becausethisvalueisbasedonextrapolationofpastdata,notonmodeling,thereislowconfidenceinthisvalue.Inaddition,theprojectedincreasewithinPugetSoundisunknown.Therefore,theeffectsofincreasesinwaveheightandstormsurgehavenotbeenaccountedforintheDesignTidalRange.

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330.07 Slips(1) General

Aferryslipisaspecializeddockingfacility,consistingofwingwallsanddolphinsthatguideandholdavessel,andvehicleandpedestrianstructuresthatprovideaccesstoandfromthevessel.ThischapterdiscussesthethreetypesofslipsatWSF’sfacilities:main,auxiliaryandtie-up.Mainslipsarethoseintendedforregularevery-dayuse.Auxiliaryslipsareusedlessfrequentlyforspecialserviceandforbackupduringmaintenanceand/orrepairofamainslip.Bothmainandauxiliaryslipsmayalsobeusedforovernightmoorage.Mainandauxiliaryslipsareservedbyavehicletransferspan.Tie-upslipsareusedforovernightmoorageandareservedbyagangplankthatisgenerallyusedonlybyWSFpersonnel.

Exhibit330-12identifiestheexistingslipsateachferryterminal.RefertoAppendixR forexistingterminalplansshowingthesliplocations.

TerminalSlip Number and Function

1 2 3 4Anacortes Main Main Tie-up Tie-upBainbridge Island Main Auxiliary Tie-up -Bremerton Main Auxiliary - -Clinton Main Auxiliary - -Coupeville Main - - -Edmonds Main - - -Fauntleroy Main - - -Friday Harbor Main Tie-up - -Kingston Main Main Tie-upLopez Main - - -Mukilteo Main - - -Orcas Main - - -PointDefiance Main - - -Port Townsend Main Auxiliary - -Seattle Main Auxiliary Main -Shaw Main - - -Southworth Main - - -Tahlequah Main - - -Vashon Main Main Tie-up -

Existing SlipsExhibit 330-12

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(2) Slip Layout

(a) Slip Spacing and OrientationSlipspacingandorientationarefunctionsofseveralfactorsincluding:geometryofexistingorplannedoverheadloading,sizeofexistingorplannedtrestle,routeapproachgeometry,environmental(wind,tideandcurrent)conditions,andvesselsize.Parallelslipspacingshavevariedfrom132.75feetatSeattle,to135feetatBainbridgeIsland,Anacortes,andKingston.AtClinton,thedistancebetweenthesouthSlip1andthebridgeseatconstructedforafutureSlip3is145feet.

Thecurrentstandarddistanceof145feetbetweenoperatingslipsassumestheslipsareparalleltoeachother.Thisspacingisrequiredtoallowdifferentvesselapproachanglesdependingonthewindandtidalconditionwhileprovidingasafebufferbetweenvesselsthatareeitherapproachingordepartingadjoiningoperatingslips.Italsoaccommodatesadualoverheadloadingsystem.

Aparallelslipconfigurationmayreducethenumberofmarineberthingstructuresrequired,whichcanreducecapitalcosts.Forexample,attheSeattleTerminal,onedouble-sidedfloatingdolphinisutilizedbetweenSlips2and3fortheoff-shorenavigational/berthingstructureratherthanprovidingseveralsingle-sideddolphinstosupporteachoperatingslip.

Whenprovidingdouble-sideddolphinsbetweenparallelslips,consultwithWSFtodeterminetheappropriateslipspacinganddolphinwidth.

Thealignmentoftheslipscanhaveaneffectontheturningradiusforvehicleaccesstooregressfromthevessels.Providingslipsinaparallelalignmentallowstheuseofcommonterminalholdingareaandexitlanesfacilities.RefertoChapter340forchannelizationrequirementsintheholdingareas.

(b) Dolphin LocationsConsultwithWSFOperationsstafftodeterminethelocationoffixedandfloatingdolphins.• Theideallayoutofdolphinsisthelayoutthatmosteconomicallyaccommodatesalldesignvesselsizesandoperationalrequirements.Thismayconsistofthe“sixpack”arrangement:oneinner,oneintermediate,andoneouterdolphinoneachsideoftheslip.Morecommonly,theintermediateandouterdolphinsononesidemaybecombinedandpositionedsuchthatvesselsapproachingfromthatsideofthesliparebetterabletoturnintotheslip(thenumbermayalsobereducedforoperational,windandcurrent,vesselassignment,geotechnical,orotherreasons).

• Theouterdolphinsaretheprimaryberthingandmooringstructuresforthelongervesselsusingtheslip.Theyaretypicallylocatedapproximately55to75feetfromtheslipcenterlineand240to300feetfromtheapron(locatedseawardasufficientdistancetoensurethecontactpointisbeyondthevessel’smidshipline).

• Theintermediatedolphinsaretheberthingandmooringstructuresforshortervesselsusingtheslip.Theyaretypicallylocatedapproximately50to65feetfromtheslipcenterlineand160to200feetfromtheapron(locatedseawardasufficientdistancetoensurethecontactpointisbeyondthevessel’smidshipline).

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• Theinnerdolphinsserveprimarilytoprotectotherstructuresandarenotusedformooringandtie-up.Theyaretypicallylocatedapproximately40to45feetfromtheslipcenterlineand50to60feetfromtheapron.Theyarelocatedinsuchapositionthatavesselthatiscontactinganintermediateorouterdolphinwillbeapproximately2to3feetawayfromtheinnerdolphin(topreventaleveringactionthatcouldpullthevesseloutoftheslip).

• Atsomelocationsaconcretefloatingdolphinwilltaketheplaceofoneormorefixeddolphins.Floatingdolphinsaretypicallyusedwherethewaterdepthexceedsabout50feet.Floatingdolphinsareoftenpreferredbyvesselcaptainsfortheirenergy-absorbingcapacityandtheirlargesurfacearea.Theymaybefeasibleinshallowerwaterwheretheirmooringanchorswillnotcomeincontactwithvesselbottoms.

• Wheretwoslipsareadjacent,adouble-sideddolphinmayservebothslips.

Whilethesearegeneralguidelines,allofthedolphinsforasliparelocatedincloseconsultationwiththeusers(i.e.,thevesselcaptains)andarebasedontheirneeds.Theseinclude:vesselcharacteristics,customaryapproachanddepartureanglesandvelocities,thewindandcurrentenvironment,overheadloadingandotheroperationalfeatures,andcrewpreferences.

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Typical Slip Layout – Single SlipExhibit 330-13

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Typical Slip Layout - Two Parallel SlipsExhibit 330-14

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(c) RedundancyAscanbeobservedinExhibit330-12,someterminalshaveasingleoperatingslipwhereasothershavemultipleoperatingslips.Thenumberofoperatingslipsistypicallyafunctionoftheferryridershipandnumberofdestinationsservedbyagiventerminal.Whenonlyoneoperatingslipexistsatanyfacility,thereliabilityanddependabilityoftheserviceisatahigherrisk.Equipmentbreakdowns,unforeseendamagetothemarinestructures/transferspanandpreventive/routinemaintenanceallhaveaneffectonthereliabilityofservice.Wheremultipleslipsarepresent,itiscommontoprovideahigherdegreeofstructuralreliabilityinonesliptofunctionduringextremecircumstancessuchasseismicconditions.

(d) NavigationCoordinatewithWSFOperationsindesignofsliplocation,orientationandlayout.Itmaybeadvantageoustorotateslipsfromthe“standard”parallelorientationbasedonsiteand/orenvironmentalconditionsincludingwind,wavesandcurrent.

EachWSFferryterminalpresentsuniquenavigationalchallengesfortheferryvesseldependingonavailablewaterdepths,waves,currents,windconditions,andadjacentstructuresorobstaclestonavigation.ConsultwithWSFOperationsregardingthesechallengesanddevelopthesliplayouttobestaddressthechallengegiventhecapabilitiesofthedesignvessel(s).

(3) Slip DepthAdequatewaterdepthwithintheslipisrequiredtoensurethatanyvesselcanoperateintheslipsafelyandwithminimalenvironmentalimpacttothesurroundingarea.Ofprimaryimportanceisprotectingthevesselhullfromcontactingtheseafloororfromcreatingexcessiveplumesofsedimentthatcoulddamagethepropulsionsystem.Secondarily,adequatedepthisneededtopreventplumesfromdriftingandsettlingonadjacentenvironmentallysensitiveareas(e.g.,eelgrassbeds).

Researchsuggeststhataminimummudlineelevationof-30feetMLLWatthethroatoftheslipwillensurethatallvesselclassescansafelyoperateatanyterminalatthelowesttide.Inpracticenumerousslipswithlessextremelowtidesandwithshallower-draftedvesselscanoperatesafelywithashallowerslipmudline.Forexample,tie-upslipsthataccommodateLay-upvessels(i.e.,vesselscarryingnopassengersorvehicles)maybesafelyoperablewithamudlineelevationintherangeof-22to-28feetMLLW.Operationsstaffwillprovideassistanceindeterminingtheappropriatedesignvessel(s).

Whilehistoricallydredginghasbeenusedtocreateachannelfornewlyconstructedslips,alternativesshouldbeexploredwhenfeasibleduetotheextensivepermittingprocessrequiredfordredgingprojects.Wheredredgingistheonlyalternative,carefulconsiderationshouldbegiventoproperdesignofthedepthandsideslopestoensurethedredgedslipremainsstable.

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(4) Emergency Use<Pendingdevelopment–futuremanualupdate>

(5) Private Aids to NavigationNavigationaidslocatedonmarinestructures(includingthenavigationlightsandfoghornsontheouterdolphinsandwarningbuoys,butexcludingthewingwallfoglights)areregulatedbytheU.S.CoastGuardinaccordancewith33CFRPart66.CoordinatealladditionsormodificationstotheaidswithTerminalEngineeringMaintenancestaff.

330.08 Berthing and Mooring Criteria(1) Berthing and Mooring Structures

Wingwallsanddolphinsaretheprimaryberthingandmooringstructureswithineachslip.Theyaresubjecttodynamicforcesfromvesselimpactsduringberthingand,toalesserextent,tostaticforcesfromwindand/orcurrentsonvesselsmooredtothem.Bowlinesattachedtothetransferspanbridgeseatareusedduringoperationsasasafetymeasure(topreventthevesselfromdriftingoutoftheslipshoulditlosepower),andtosecurethebowforovernightmoorage.

Operatingslipwingwallsaresubjecttoavarietyofimpactsrangingfromatypicallandingatanapproachvelocityofapproximately1.5knotstoharderlandingsduetoavarietyofcausesincludinglowvisibility,highwindsand/orcurrents,andvesselmalfunction.Tie-upslipwingwallsaretypicallydesignedforalowerapproachvelocityof1.0knotssincetheselandingsarelessfrequentandnotdependentontheserviceschedule.

Undernormaloperatingconditions,thereareonlylightimpactsonthedolphins.However,dolphinsaredesignedforreasonableimpactsresultingfromdifficultlandingconditions,suchasstrongwindsand/orcurrents.Difficultlandingconditionsmaybringthevesselincontactwithoneormoredolphinsduringtheberthingoperation.

SeeSections630.04, 640.04,and650.04foradditionalinformationondesigncriteria(includingdesignloads)forwingwallsanddolphins.

(2) Design Vessel Impact WSFusesthefollowingfourclassificationsofberthingeventstocategorizedamagetowingwallsanddolphinsbasedonthetechnicalreporttitledFerry Landing Design, Phase I: Final Technical ReportWA-RD253.2byCharlesT.JahrenandRalphJones(1993),designreportstitled“EdmondsFerryTerminalDolphinReplacements,”and“KingstonFerryTerminalDolphinReplacements,”andaMaster’sthesistitledThe End Berthing Simulation ModelbyDouglasR.Playter(1994):

(a) Type I: No DamageAfendersystemshouldperformadequatelyformostberthingeventsforitsentireservicelife.Repairsarelimitedtonormalmaintenance.

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(b) Type IIA: Repairable Damage (No Impact to Operations or Damage to Vessel)Afendersystemmayseeminordamagefromhardberthingevents,whichcanberepairedwithoutimpactingOperations.Theserepairsaregenerallylimitedtoreplacementofisolatedportionsofthestructurethatcanbeassembledorpreparedoff-siteandinstalledinalimitedtimeperiod.Thesystemmayneedtobeanalyzedtoidentifymethodsofrepairthatminimizedowntimeforthestructure.

(c) Type IIB: Repairable Damage (Impact to Operations)Afendersystemmaybedamagedbyunusuallyhardberthingevents.Repairsarelimitedtoreplacementofaportionofthesystem.Thesystemmaybeanalyzedtoidentifyprobablerepairrequirements,andcontingencyplansmaybemadetoacceleratetherepairprocess.

(d) Type III: Catastrophic DamageAfendersystemanditssupportingstructuremayfailduringacatastrophicoccurrence.Ifthestructureyieldssufficiently,decelerationforcesarelimitedasthevesselisbroughttoastop.Thiswilllimitinjuriesandvesseldamage.Anexampleofacatastrophicoccurrenceisapropulsionfailureasthevesselappliesreversethrusttostop.

Thedesignphilosophyanddesigncriteriaforberthingandmooringstructures(wingwallsanddolphins)areingeneralaccordancewiththeaboveeventclassifications.InpracticeallwingwallsanddolphinsaredesignedforTypeIevents.WingwallsarealsodesignedforaTypeIIIeventtoensurethevehicleandpedestrian-loadedtowersandtransferspanlocatedshorewardofthewingwallsareprotectedfromdamage.

TypeIIeventsarenotexplicitlydesignedforalthoughdetailshavebeendevelopedtoensurerepairsareachievableasquicklyaspossible.Theseincludeboltedconnectionsthatmakereplacementoffendersandfenderpanelsrelativelyeasyandlimitedembedmentofthefenderpilestofacilitaterepositioningfollowingdisplacement.Stockpilingofreplacementcomponentsanddevelopmentofabiennialon-callwingwallanddolphinrepaircontractaretwowaysthatrepairscanbeaccomplishedasquicklyaspossible.

(3) Day Tie-upDaytie-upisaccomplishedbyapairoflinesusedtosecuretheshore-endbowofthevesselduringoff-loadingandloadingoperations.Itistypicallyaugmentedwithpositivethrustbythevesselagainstthewingwallsandanouterdolphintominimizemovementofthevesselwithrespecttothevehicletransferspanapronandtheoverheadloadingapron.Eachlineconsistsofashackleattachedtotheaproncurbandalengthofnylontie-uplinethatissecuredtothevesselcleat.TheseitemsaretypicallyfurnishedandinstalledbytheEagleHarborMaintenancestaff.

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(4) Overnight Vessel MoorageDetermineifaslipwillbeusedforovernightmoorage,asidentifiedinandbyOperations.MoorageisconsideredaTypeIevent.Includethefollowingforslipsthatwillbeusedforovernightmoorage:• Outfitthewingwallsandintermediateandouterdolphinswithwireropemooringpendantstoaccommodatetheproposeddesignvessels.

• Positionmooringpendantssothatvesselscanbesafelysecuredatnight.

330.09 Wave, Flood, and Coastal Storm Loading(1) Flood Design Loads

Includewave,flood,andcoastalstormloadinginthedesignoftrestle,building,transferspan,andoverheadloadingstructures.Itisintendedthatthedesignedterminalstructureswillremainoperationalafterthe100-yearfloodevent.

Developtheloadsandverifythatthestructurewillbeabletoresisttheseloads.Loadingshallincludehydrodynamicloads,hydrostaticloads,debrisimpactloads,andbreakingwaveloads.Loadsonexposedbuildingstructures,deckslabs,pilecaps,piling,andunderdeckstructuressuchasutilitiesshallbedeterminedandthecapacityofthesestructurestoresisttheseloadschecked.

LoadingshallbebasedonASCE7-10andASCE24-14,andsupplementedwithFEMAP-55,Volume2,Chapter8.5forallprojectsrequiringabuildingpermit.ConsultwithTerminalEngineeringstafffortheASCE24-14designclassforanybuildingsincludedintheproject.

LoadingshallbebasedontheAASHTOLRFDBridge Design ManualandsupplementedwiththeAASHTOGuideSpecificationsforBridgesVulnerabletoCoastalStormsforstructuresnotrequiringabuildingpermit.

EstablishtheBaseFloodElevationinaccordancewiththelocalcountyandtheFederalEmergencyManagementAgency(FEMA).

AdjustforSeaLevelRisebasedonanincreaseintidelevelof0.14inchperyear.

Provideabasisforselectionoftheaveragevelocityofwaterinfeetpersecond.

FordebrisimpactloadingdeterminethesizeofdebrisandpotentialimpactforcebasedondiscussionwithWSForonasite-specificstudyatnewterminals.

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