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Zagreb Pier Container Terminal Design and Build Contract 1

ZAGREB PIER CONTAINER TERMINAL

1. Description of Design and Build Contract

1.1. Introduction

The Port of Rijeka is situated on the coast of Croatia, in the northern part of the Bay of Kvarner

which is itself located at the northern part of the Adriatic [See Figure 1].

Figure 1 Location of the Port of Rijeka

Rijeka is located at a most convenient access to the sea for Croatia, Hungary, Austria, Czech

Republic, Slovakia, the western part of Ukraine and through good road links can also potentially

service the southern parts of Germany and Poland and to avoid ships having to enter the Black Sea

possible cargo access could be made to western Romania and Bulgaria. Rijeka is also on the rail

networks linking Italy, Slovenia, Hungary, and Serbia with their onward connections into the other

parts of Eastern and Central Europe. [See Figure 2]


Figure 2 Hinterland connections from Rijeka

The Port of Rijeka is the largest port in Croatia and with a population of some 200,000 it is the

third largest city in Croatia. Rijeka is linked to the capital, Zagreb, by the A6/E65 Motorway

[about 160km] and through the national rail network.

The Port has a well sheltered harbour [See Figure 3] but with all the pre-requisites for the

acceptance of large vessels, as the Bay of Kvarner has a depth of about 60 metres and at the berths

in the location of the Zagreb Pier water depths are potentially up to 30 metres. The winds, waves

and currents are moderate, based on observations since 1949, and strong winds and waves

currently cause operational problems at the present container terminal, which is located at the

eastern end of the Port, on some 6 to 7 days each year. The operational climatic conditions may be

summarized as:

Wind speeds over Bft 7 (>17.1m/s) – less than 2% of down time,

Waves at an unprotected quay – some 1.5% of down time,

Currents in the vicinity of the port – generally only about 0.2m/s,

Maximum tidal range – 0.83m.


Figure 3 Geographical Position of Rijeka

As such the Port could easily handle the largest container vessels.

The principle harbour area is protected by two breakwaters, although the Zagreb Pier container

berth is unprotected by a breakwater [See Figure 1.5]. The port comprises three main operational

areas:

Rijeka Harbour – used principally for general cargo, grain and passenger traffic,

Delta Area – used principally for the handling of wood imports, and

Brajdica Area – used as the Container Terminal.

[See Figure 4 – an aerial view of the port taken from the east (Brajdica)]

The Port Authority is currently contracting to extend the Kostrensko quay at the Brajdica Container

Terminal, to increase their berthage, storage area and container handling equipment, will be

operated jointly with the Zagreb Pier Container Terminal. The Zagreb container terminal is being

developed to take advantage of the deep water and sheltered berth at this location so that the Port

of Rijeka can attract 5th

generation container vessels and resume its previous position as the pre-

eminent port of the region, servicing a major portion of central and eastern Europe.


Figure 4 Overview of the Port

The intended works relate to the design and construction of the quay wall and the on-shore

reclamation of Stage 1 [400 meters], and potentially Stage 2 [further 280 meters] of the proposed

container terminal at the Zagreb Pier, which forms part of the Rijeka Harbour.

It is intended that the Stage 1 and 2 quay, and the on-shore landfill, shall be procured under a

Design & Build [D&B] contract with the development of the container terminal undertaken by the

Port Authority working with a concessionaire. However, the funding has been procured for Stage 1

from the International Bank for Reconstruction and Development [IBRD], with possibility to

consider financing for the Stage 2 works, once the Concession Agreement has been signed.

The Contractor will be responsible for the appointment of a specialist Design Consultant, not just

for the design of the Stage 1and 2 quay wall but for the Preliminary Design of the Zagreb

Container Terminal in its entirety, as an essential for the securing of the Location Permit for the

680 metres of quay in the two stages. The Contractor’s Designer will also be responsible for the

technical input and preparation of the application for the Construction Permit for the Stage 1 quay

wall, and potentially for the Stage 2 quay wall.

At present the management of the Port of Rijeka is the responsibility of the Port of Rijeka

Authority [PRA], which is a non-profit legal entity incorporated under the Sea Ports Act of 1995,


and established by Decision of the Government of the Republic of Croatia [Official Gazette] no.

42/96 on 23rd

May 1996.

1.2. Rijeka Harbour

The Rijeka Harbour is the western port area, located opposite the centre of the town of Rijeka, and

borders on the west side the petroleum port of INA, which has recently closed, and on the east lies

the public harbour area in the centre of the town. The port developed over the last century to

occupy virtually the whole of the city’s waterfront, occupying the narrow strip of flat land before

the hills which run parallel to the coast.

Figure 5 Rijeka Harbour

The harbour consists of five separate quays, which are separated by four piers [See Figure 5].

These are, from west to east:

Zagreb Quay, located on the west side of the Bratislava Pier – only the western part [156m]

of the quay has berthing facilities with the remaining length comprises unfinished landfill

with rock protection. The quay is fronted by three sheds [24, 26 & 27]. The Bratislava Pier

has a berth on the east side, with water depth 6 to 7m, with an A frame grain storage shed

[23] with two 5t cranes [circa 1957 & 1960] at the berth ;

Prague Quay, located between the Bratislava and Visin Piers – is used to handle general

cargo using six rail mounted cranes [3t] [1960 & 1986] and two rail mounted 3/6t cranes

[1987]. The berth has water depth of 7m and is fronted by six sheds [16, 18-22]. These

sheds have recently been listed as industrial heritage buildings. The Visin Pier is occupied

by a single warehouse/shed [17] which has five floors and was used for general cargo

[sugar and paper rolls]. The berths have no cranes and depths of around 6.8m;

Budapest Quay, located between the Visin and Orlando Piers – this quay again has a water

depth of 6.8m and is used for cereals and steel products. The quay is fronted by two sheds

[12 & 13] with, in a second line, silos and warehouse/shed 15. The cargo is handled by

chain elevators. Operations are hampered by the relatively shallow depth at the quay

although water depth at 12m from the face of the quay is 15m. The Orlando Pier is used to

handle perishable goods [fruit] and the western half has a cold store [9]. The water depths

at the quays are 7-8m and on the east berth only three 5t rail mounted cranes [1957] are in

operation.

Vienna Quay, located between the Orlando and De Francecshi Piers – has a water depth of

8.8m and is used for general cargo and is fronted by warehouse/shed [7]. Open storage

space is limited by this huge shed and no craneage exists. The De Francecshi Pier has no

storage structures and water depths of 7-8.8m. The western berth has two 3t cranes [1960]

and the eastern berth one 16/32t crane [1987]; and


Istarsko Quay, located on the east side of the De Francecshi Pier in the public harbour in

the centre of Rijeka- originally constructed as a Ro-Ro quay but now used for small service

craft. A Romney-shed-like structure occupies the eastern berth.

All the quay walls are gravity block-work structures.

All the quays and piers, other than the Zagreb Quay, are protected by waves by the Rijeka

Breakwater. The breakwater is some 1,780 m long and is located in water depths of up to 40 m.

The break water also has berths on the inner face with average water depth of 5.8-6.7m. The first

210m are not used. The next 270m is served by road and rail and is used for transshipment cargo

and has four 5t cranes. The third and fifth sections are service areas for floating equipment, and

after the third section access is restricted. The fourth section is a mooring berth

1.3. Rijeka Gateway Project

The historical development of the port along the narrow waterfront of Rijeka has caused certain

operational constraints which hampered both the development of the city and the port.

The City is looking for a considerable urban waterfront area, to maximize the attractiveness

of the city, and

The Port is looking for a larger area behind the berths for storage, as there is now too little

storage area related to the berth length, and the port operations are constrained by

inefficient warehouses/sheds [now listed historical buildings], for the modern cargo

capacity needs. The storage shortfall is exacerbated by excessive storage dwell times for

specific cargoes such as wood, stone and coal, and low unloading productivity which

makes berths look busier than is necessary. Whilst the duration of dwell times is a

management issue there remains a fundamental shortage of storage capacity.

The Rijeka Gateway Project [RGP] was developed to address both these issues. The RGP is

financed by the IBRD and to address the management of the Project the PRA established a Project

Implementation Unit [PIU] together with a Steering Committee of the principle participants, PRA/

City/ Port. The principle objective may be defined simplistically as:

To develop Rijeka as a major regional container port, whilst

Enhancing city life in Rijeka by transforming the Delta and Port of Barros area into an

urban and tourism area.

The framework of the RGP has initiated an impressive number of projects over the last few years

which include:

National & Regional Infrastructure – on a regional/local level two new axes are to be

constructed at the east and west of the city to service the port and to by-pass the city centre

with heavy traffic.

City Waterfront Development – by removing the port operations from Barros and Susacki

Port areas to enable a private developer to convert the area into a residential, tourist,

business and cultural area, as defined in the Design Guidelines set by the City Council.

Development of Zagreb Pier as a container terminal – although initially this pier was

perceived as a general cargo development the recent updating of the master planning has

identified the need of additional container berths and the potential to develop this location


as a container terminal for 5th

generation, 22 box, vessels terminal.

Upgrading of Brajdica Container Terminal is being undertaken to handle the immediate

needs by increasing the capacity from 180,000TEU to 450,000TEU with operational

improvements, additional equipment and improved rail loading facilities. This will provide

an additional 328 meters of quay wall and 48,000 m2

of stacking area

Port of Rijeka Information Management and ICT Program – many of these systems have

already been put in place and an implementation programme is in place.

To enable the Rijeka Gateway Project aspirations to be realized the full scale development of the

quays/piers/terminals need to be implemented as soon as possible.

Figure 6 indicates the major works projects proposed as part of Rijeka Gateway II Project.

Link to the official RGP core documents:

http://web.worldbank.org/external/projects/main?menuPK=224076&pagePK=218616&piPk=2174

70&theSitePK=40941&query=rijeka%20gateway.

http://web.worldbank.org/external/projects/main?menuPK=224076&pagePK=218616&piPk=217470&the

http://web.worldbank.org/external/projects/main?menuPK=224076&pagePK=218616&piPk=217470&the


1.4. Site and Other Data

1.4.1 Location

The Site is located at the western edge of the Port of Rijeka.

Zagreb Pier Container Terminal is located within Rijeka Harbor and is approximately

bounded by the following WGS 84 coordinates:

N 45.334, E 14.415.

N 45.332, E 14.422.

N 45.329, E 14.422.

N 45.331, E 14.413.

Figure 7 - Location of Zagreb Terminal

1.4.2 Accessibility

The Works site is accessible from the land and the sea.

Road access will be from the streets of the town of Rijeka, and for environmental reasons the use

of these congested and narrow streets should be limited as much as is practical.

Rail access is extended into the Port area with extensive marshalling yards.

Sea access will be directly from the Adriatic through the Kvarner Bay, and the site will be subject

to wave action. The Contractor must plan his works to recognize that the Port will remain fully

operational throughout the Works contract and shall liaise closely with the Harbour Master during

his planning and execution of the Works.

1.4.3 Climate

The Port of Rijeka experiences the Adriatic climate with a dry season from February to August and

a rainy season from September to January. Rainfall varies with some 70mm during July to some

250mm during December with an annual rainfall of 1,400mm, 70% of which occurs during the

rainy season.

Average daily temperatures vary from 25o

C, with a maximum summer temperature of 35oC, to

6oC in January, with a minimum of -10

oC during the winter.

Winds of 0-10m/sec are observed on average for 80% of the time, with 0-3m/sec during the

remaining 20%. The strongest winds are from NE and E [the Bura wind] which sometimes reaches


storm level during the winter. In the summer the wind is predominantly from the S [Jugo wind].

The strongest gust recorded is 47m/sec from the NNE.

1.4.4 Environmental Management Plan

The Port has developed an Environmental Management Plan [EMP] which must be followed by

the Contractor during the Works. In addition the Port developed and Environmental Impact

assessment [EIA] and Environmental Plan [EMP] based on the design originally foreseen for the

Zagreb Terminal. The Contractor will need to update the Project specific EIA and prepare an

updated EMP based on its proposed design which shall take into consideration the Port’s EIA /

EMP and shall comply fully with the relevant Croatian construction and environmental laws, as

well as complying with all local bylaws. In recognition that the Site is overlooked by residential

property and is located close to the town centre particular attention should be addressed to noise,

air and water pollution and traffic impacts.

A brief statement concerning short term construction impacts is attached as Annex A, together with

the EMP from the initial EIA developed previously for Zagreb Pier. However, the Contractor will

remain fully responsible for ensuring the compliance of his EIA / EMP with all relevant laws and

construction norms / standards.


2. Scope of Services and Works

The Zagreb container terminal, which will form part of the Rijeka Harbour, is to be

developed, by the Port of Rijeka Authority [PRA] to take advantage of the deep water

and sheltered berth at this location. This will allow the Port of Rijeka to attract 5th and

6th generation vessels and supplement the extended container handling capacity of the

Bradjica Terminal.

It is the PRA intention to develop the Zagreb Pier Container Terminal in a phased manner

with an initial Phase 1 length of 400m, expanding ultimately up to the projected

maximum length of 680m. The development will be phased as follows:

Phase 1: easternmost 400m of quay wall and the on-shore landfill.

These Phase 1 works will be completed by the subject design and build contract.

Phase 1A: the on-shore container terminal works with Ship-to-Shore cranes and

container handling equipment.

The Preliminary design of this phase is included in the subject contract. The

construction of Phase 1A is Concessionaire’s responsibility.

Concessionaire / PPP: an operational arrangement for the operation and

development of the Container Terminal from the Phase 1 works through to the

ultimate development potential (Phase 1A and Phase 2). Subject contract

includes a possibility of taking over of the Works in sections to enable the

Concessionaire and PRA to commence the development of the Container

Terminal.

Phase 2: a further 280m of quay and the associated landfill.

The main design of this phase is included in the subject contract. The construction

of the Phase 2 is not included.


Figure 8: Phase 1 (Design & Build) and Phase 1A


Figure 9: Phase 1 (Design & Build); Phase 1A and Phase 2 (Design only)


2.1 Scope of Services

Description of

required Services

Phase

1

Phase

1A

Phase

2

Notes

DESIGN

Preliminary

Design

YES

YES

YES

Preliminary Design should cover a

total quay length of 680 m, the

associated landfill (Phase 1 and 2) and

the entire container terminal area

(Phase 1A); it must be suitable for

obtaining the Location Permit

Main Design

YES

NO

YES

The main design should cover a total

quay length of 680m and the

associated landfill. It must allow for a

phased construction (Phase 1 firstly,

Phase 2 maybe subsequently); it must

be suitable for obtaining two separate

Construction Permits allowing phased

construction, and, eventually, for

obtaining Operation Permit for a

particular phase (separately for Phases

1 and 2).

Detailed Design

YES

NO

NO

The Detailed Design must be adequate

for construction of the Phase 1 under

this Contract (400 m of quay +

associated landfill)

PERMITTING

Location Permit

YES

YES

YES

The Contractor will be required to

obtain one Location Permit for the

entire terminal (on behalf of the

Employer), including total length of

680 m quay + associated landfill,

allowing phased construction i.e.

construction of only 400m of quay +

associated landfill at this stage.

Construction

Permit

YES

NO

YES

One Construction Permit for

construction of only 400m of quay +

associated landfill (Phase 1). Another

construction permit for construction of

additional 280m of quay + associated

landfill (Phase 2).

Operating Permit

YES

NO

NO

The Operation Permit would be

required for permanent works executed

under this contract (Phase 1).


The Services include the documents specified in the following items, required to

undertake the design and gain approvals and permits. The specified data are provided for

information only and the Contractor shall check the validity of the information provided.

Before the start of design the Contractor shall check the following design documentation

and regulations for obtaining each of the three (3) required permits with the Ministry of

Environmental Protection, Physical Planning and Construction.

The documents required, but not limited to, for obtaining Location Permit (LP),

Construction Permit (CP) and Operational Permit (OP) – expert studies and required

procedures are listed hereinafter.

2.2 Scope of Works

Description of

required Services

Phase

1

Phase

1A

Phase

2

Notes

CONSTRUCTION

Construction

(Permanent

Works)

YES

NO

NO

The permanent works commissioned

by this Contract involve construction

of 400m of quay with the associated

landfill.

Works

Dredging and Seabed Soil Improvement Works (if needed)

The Contractor shall undertake dredging, where necessary, and seabed soil improvement

works to permit safe approach, departure, manoeuvring and berthing of vessels to and

from the berths as well as to assure stability and functionality of the quay structure.

Minimum sea depth in fornt of the pier shall be 20m below low water level (LWL).

Foundation Works

Where necessary the Contractor shall construct quay wall foundations in appropriate

dimensions and quality and in accordance with design requirements.

Quay Area

The construction of the Works shall include the quay area. This area is defined as the area

between the crane rails plus the area between the seaside rail and the edge of the

structure, including the quay wall. The construction involves quay wall structure of 400m

in length plus returns at each end.

In the case of a deck on piles, the entire deck is considered the quay area.

Return Ends

The quay area in the Works includes the return ends of the main quay at the new western

end and Bratislava Pier at the eastern end. Bratislava Pier shall be reconstructed along its

length.

The return at the Bratislava Pier shall form part of the operational pier and shall be

equipped with bollards, steps and gantry crane rails etc. The return at Western end shall

be constructed to enable the quay wall to be extended at any time in the future without

disruption to the operation of Phase 1 berth and with minimal disruption to the operation


within the Container Terminal.

Landside Filling - Container Storage Area

The areas within the site that do not comprise the quay area are to be designed and

constructed for the storage and movement of containers.

This area included the areas of infill (land reclamation) between the quay and the existing

shore, plus the existing land area.

The container storage area shall be constructed to a level of 300mm below the finished

levels. These permanent works shall then be protected, as part of the Works, with a layer

of graded crushed stone, suitably graded and compacted to provide a temporary surface to

protect the permanent works.

Utilities and Facilities

Drainage and Waste Water

All works related to drainage and waste water included into quay wall are to be

constructed as part of the contract.

Reefers

No specific provisions are to be constructed in this contract for the provision of reefers in

the terminal area.

Potable Water

Only the utility ducts built-in to quay wall are to be constructed as part of the contract.

Bunkering

No provision for fuel bunkering is required.

Electrical Distribution

Only the installation channels and connection pits forming parts of the quay are to be


Fire fighting

A water fire fighting system on quay apron is required in accordance with the Rules on

Health Propriety of Hydrant Networks of the Republic of Croatia.

Hydrants shall be supplied at the berths.

The design shall be prepared for the whole system, including connection to the external

network, pumps etc, but the only utility ducts and pipes built-in to quay wall are to be


Data & Communications

Only the installation channels, ducts and chambers built-in to quay wall are to be


STS Crane Rails Foundations

The STS Crane rails and foundations shall be designed but only foundation is to be


Quay Equipment

Fenders

The construction of the Works shall include fenders appropriate to the structure of the

quay and the design vessels.

Mooring Points

The construction of the Works shall include mooring points in the form of bollards and

bitts appropriate to the structure of the quay and the design vessels.

Other Quay Equipment

Recesses safety ladders shall be provided at a maximum spacing of 100, along the quay

face.

Crane stowage point, jacking points and buffers shall be provided.

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