1. Separate long range and short range communication links. 2. Separate operations and maintenance communication links. 3. Separate marine and land communication links.

4. Provide sufficient but not 100% overlapping communication links. The land communications will consist of a UHF mobile relay system providing mobile to mobile and mobile to central control communication from any area along the pipeline. Aso, the tank farm terminal will be supported by a UHF mobile relay system providing for portable to portable, portable to mobile, portable to central control, mobile to mobile and mobile to central control communication links.

The central control room will be equipped with wire line communications to shipping agents utilizing microwave channels with interconnections to common carriers. A high frequency marine radio will be included for communications from central control to tankers after entry into the Gulf of Mexico waters. The marine communications will consist of two UHF mobile relay systems located on the offshore platform with controls from central control over appropriate microwave channels. One marine mobile relay will provide for launch to launch, launch to platform, and launch to central communication links. The second mobile relay will provide for portable (mooring master) to portable, portable to central control, and portable to platform communications. Necessary limited ties will be made between the launch mobile relay for launch to mooring master communications.

Marine operations will be supported by a very high frequency multichannel radio for short range ship to central control and ship to platform communications. This radio will be utilized for initial contact for mooring master rendezvous, berth assignments, anchorage assignments, and custom communications.

The conceptual design of the communications system is shown in Appendix 17-2.

Computer

Primary system operation will be implemented by a computer system. Secondary operation will be provided by redundant analog records, indications and alarms of very essential variables required for limited remote control operations and verbal directives to local control areas for safe continuous operation of all facilities.

Computer hardware and software will be designed for complete integration into the supervisory system. Operator interface will be provided by the latest developments of input-output devices. These shall include CRT video displays and keyboard controls, teleprinters, and computer driven analog records and indications.

Program loading will be accomplished by high speed magnetic tape cassettes. Foreground and background capability will be provided to prevent computer downtime during program compiling, assembly and debugging.

Software will be ideally designed for "English" input and output for ease in training and reliable operations by personel. Hardware will be selected for reliability, utilizing fixed head bulk memory units, solid state printers, and "non-mechanical" computer peripheral.

Weather Information

In order to maintain safe operating conditions and to prevent unnecessary shutdown of the port facilities, a weather information center will be required in the central control room. The weather information center will include telecommunications with U. S. and Independent weather stations, terminal meteorological information collected by automatic weather instruments, platform meteorological and oceanographical information collected offshore and a weather radar with a minimum range of 250 miles located at the terminal site.

The weather data collected will be utilized in determining and scheduling daily operations. Hourly operations can be initiated as deemed appropriate from analysis of all weather data and the weather radar.

Terminal building

SUPPORT

The main building at the terminal is a multipurpose structure which houses administrative offices, the central control room and support equipment, warehouse, workshops, laboratory and personnel cafeteria (Appendix 18-2).

The building is reinforced concrete type construction, built on prestressed concrete piling with sufficient elevation to minimize exposure to hurricane tidal waves and flood tides. Sufficient access is provided by personnel elevator, automotive ramp, hydraulic freight elevators, commodity lift and fire proof stairways.

The building is supplied with emergency power and fire prevention equipment for the protection of personnel and continuous operation of the central control room.

Additional buildings are required for the main substation switch gear, the small boat harbor rigging loft and miscellaneous structures for domestic utilities, water treating and local terminal instrumentation.

Small boat harbor

In the support of a proposed large marine operation, it will be necessary to construct a small boat harbor at the terminal complex site. This harbor should be sized to handle the docking of all launches, crew boats and work boats. Heavy hoist equipment should be available to load all heavy material that will be necessary in marine operations. It will be necessary to provide facilities to feul all the small boats that use this dock. It will be necessary to provide sufficient space for the storing and handling of large hoses, buoys, chains and swivels. The west side of the terminal complex is suggested to be the desired site for the harbor because of existing canals with sufficient water depth.

Treating facilities

It is assumed these facilities will be necessary to operate the Terminal complex and comply with environmental control standards. A brief description of these facilities are as follows:

1. Tankage water draw lines will be connected to a closed sewer line system. 2. Collection pond for receipt of sewer line discharge.

3. Contents of the pond will be run through API Separator and to the air flotation unit.

4. Sand filter installation for further treating from the flotation unit. 5. Two injection wells will be provided to dispose of treated water.

6. Natural drainage will be provided for "run off" water and will be contained in a large pond before final release to the natural streams.

Energy supply

It is anticipated that reliable electric service can be provided to the terminal facilities by the Louisiana Power and Light Company. Peak electric demand for the terminal will not exceed 52,000 KVA for the 1.67 million barrels per day case nor 125,000 KVA for the 3.75 million barrels per day case. It is expected that Louisiana Power and Light can construct the necessary transmission lines to the terminal site for reliable continuous service at an economical rate.

Consideration should be given to owned electric generation facilities, natural gas fired boilers and crude oil fired boilers as alternative sources of energy for the terminal facilities.

ST. JAMES PIPELINE

The pipeline from the terminal to St. James will be approximately 78 miles long. Its relative location is shown on the project map, Appendix 1-1. A schematic view of the pipeline, pump stations and receipt and delivery points is shown on Appendix 19–1.

Initially the only pump station will be the originating station at the terminal. As throughput builds up, a midpoint booster station, when needed, will be built at a point just north of the crossing of the intracostal Waterway. Both stations will be electric motor drive. Measurement into and out of this line will be by turbine meter, the same as the offshore lines.

The pipeline route from the terminal to St. James, as well as the terminal sit itself, was first tentatively selected from U. S. Geological Survey Maps. Next, a reconnaissance was made on the ground and by helicopter for further evaluation. Finally, aerial photographs were obtained from the Corp of Engineers for use in determining the final route.

Pipeline design is in accordance with DOT "Minimum Federal Safety Standards for Liquid Pipelines" and ANSI B31.4. Three optimum line sizes were

selected; 42", 48" and 54" for the three maximum throughput cases. Grade X-60 pipe with 0.500" wall thickness has been uesd in all cases. Maximum operating pressure at 72% of specified minimum yield is the controlling factor in design. Appendix 19-2 shows flow rate versus pressure drop for the three line sizes at viscosities from 50 to 150 ssu.

Pipe prices are based on domestic steel prices for API 5LX grade 60 pipe. No domestic pipe mill is now set up to make electric weld or submerged arc weld pipe larger than 44". Pipe mills have stated that two years lead time for 48" pipe would be required from date of definite commitment and that although there have been a number of inquiries, no 48" definite commitment has yet been received. Spiral weld pipe in 48" or larger grade X-42, half inch wall is now available and could be had in higher grades and wall thickness in much less than two years.

Most of the 78 mile route is through marsh and swampland, breaking down as follows: Mile Post 04, open marsh; 4-19, parallel to Tennessee Gas Pipeline Canal; 19-53, open marsh; 53-73, timbered swamp; 73-78, cultivation (mostly sugar cane).

Four highways, two railroads, the Intracoastal Waterway (about midpoint on the pipeline) as well as a number of canals and bayous are crossed en route. There are no oyster leases to be crossed. A map of the lower half of the route has been filed with the Louisiana Wildlife & Fisheries Department which gives us priority over any future oyster lease filings.

Recommended specifications and construction cost estimates were obtained from three large pipeline contractors who are all familiar wih the area. An average of the three estimates was used in the investment.

Concrete coating estimates are based on a specific gravity in sea water when empty of 1.15. Although this is a good practical factor to use offshore, it is probably heavier than necessary for the pipeline to St. James and should be given a careful analysis at the time of final design. Internal coating is not considered necessary in the St. James line.

Construction costs are based on the "flotation canal" type construction which may be slightly more expensive than the "push ditch" type but has several advantages. The flotation canal leaves the canal as a permanent part of the landscape. This disturbs more area and makes construction of extra bulkheads necessary to prevent any changes in surface water flow. However, in case of small leak, it is more quickly detected and the oil is more easily confined and more easily picked up off the canal between bulkheads.

Foreign line crossings both present and future are easier and cheaper with the flotation canal type construction. In larger line sizes where heavier construction equipment is necessary, the cost advantage of the push ditch type may entirely disappear. In actual construction we may well need some of both types construction and this will be better determined at the time of specification writing. Where we parallel Tennessee Gas canal for 15 miles we would expect to be able to work out an agreement for merely widening their existing canal.

The St. James line can be laid at any time of year; however, there could be a considerable cost advantage in scheduling it for the winter months during the slack season for pipeline construction offshore and further north. The job should probably be broken into 4 or 5 short spreads in order to interest more bidders. The northernmost spread should include only the 10 miles or so in St. James Parish where only union contractors may work. The other spreads in LaFourche Parish may go either way. Pipeline construction costs may be roughly summarized as follows: (1972$)