california building code motems 2014

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CHAPTER 3 F [SLC]MARINE OIL TERMINALSDivision J

SECTION 31 1F [SLC1INTRODUCTION3101F.l General. The Lempert-Keene-Seastrand oil spill prevention and response act of1990 (act), as amended, authorizedthe California State Lands Commission (SLC) to regulatemarine oi l terminals (MOTs) in order to protect public health,safety and the envimnment. The authority for this regulation iscontained in Sections 8755 and 8756 of he California PublicResources Code. This act defines oil as any kind ofpetm-leum, liquid hydmcarbons, or petml eum pmducts or any fraction or residues thereof, including but not limited to crude oil,bunker fuel, gasoline, d iesel fuel, aviation fuel, oil sludge, oi lrefuse, o il mixed with waste, and liquid distillates fmm unprocessed natural gas. The pmvisions of this chapter regulatemarine oil tenninals as defined under this act.3101F.2 Purpose. The purpose of his code is to establish minimum engineering, inspection and maintenance criteria forMOTs in order to prevent oil spills and to protect public health,safety and the envimnment. This code does not, in general,address operational requirements. Relevant pmvisions fmmexisting codes, industry standards, recommended practices,regulations and guidelines have been incorporated directly orthmugh reference, as part of his code.

Where there are differing requirements between this codeand/or references cited herein, the choice ofapplication shallbe subject to approval of he Marine Facilities Division (Division) of the SLC.3101F.3 Applicability. The pmvisions of his chapter are applicable to the evaluation of existing MOTs and design of newMOTs in California. Each pmvision is classified as New (N),Existing (E), or Both (N/E) and shall be applied accordingly. Ifno classification is indicated, the classification shall be considered to be (N/E).

Existing (E) requirements apply to MOTs that are in operation on the date this code is adopted. For these MOTs, equivalent or in-kind replacement of existing equipment, shortpipeline sections, or minor modification of existing components shall also be subject to the existing (E) requirements.New (N) requirements apply to:1 A MOT or berthing system (Subsection 3102F.l.3) thatcommences or recommences operation with a new ormodified ope rations manual after adoptionof his code.2. Addition ofnew structural components or systems at an

existing MOT that are structurally independent ofexisting components or systems.3. Addition of new (nonreplacement) equipment, piping,pipelines, components or systems to an existing MOT.4. Major repairs or substantially modified in-place systems.5. Any associated major installations or modifications.

3101F.4 Overview. This Code ensures that a MOT can be safelyoperated within its inherent structural and equipment-relatedconstraints.Section 3102F defines minimum requirements for audit,inspection and evaluation of the structural, electrical and

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mechanical systems on a prescribed periodic basis, or olloing a significant, potentially damage-causing event.Section 3103F, 3104F and 3107F pmvide criteriafor struct

loading, defonnntion and pelfonnance-based evaluation considing eanhquake, wind wave current, seiche and tsunami effectSection 3105F provides requirements for the safe moor

and berthing of ank vessels and barges.Section 3106F describes requirements for geotechnical hards andfoundation analyses, including consideration of lstability and soil failure.Section 3108F provides requirementsforfire prevention, detion and suppression including appropriate water andfoam vumes.Sections 3109F through 31011 F provide requirements for pippipelines lnechanical ndelectrical equipment and elecuicalsysteEnglish units are prescribed herein; however, many ofunits in the references are in System International (SI).

3101F.5 Risk reduction strategies. Risk reduction strategsuch as pipeline segmentation devices, system flexibility spill containment devices may be used to reduce the size opotential oil spill. Such strategies may reduce the MOT rclassification as determinedfrom Table 31F-4-1.3101F.6 Review requirements.

3101F.6.1 Quality assurance. All audits, inspections, enneering analyses or design shall be reviewed by a prosional having similar or higher qualifications as the perwho performed the work, to ensure quality assurance. Treview may be pe1jormed in-house.Peer review is required for nonlinear dynamic structu

analyses and alternative lateral force procedures not pscribed herein. The peer review may befrom an independinternal or external source. The peer reviewer shall bCalifornia registered civil or structural engineel:3101F.6.2 Division review. Thefollowing will be subjecreview for compliance with this code by the Division orauthorized representative( s):

1 Any audit, inspection, analysis or evaluation of MO2. Any significant change, fllOdijication or re-design ostluctural, mooring, fire piping/pipelines, mechanicaelectrical system at an MOT prior to use or reuse.3. Engineering analysis and design for any new Mprior to construction. Also see Section 3102F.3.34. Construction inspection team and the constructinspection report( s).

Authority: Sections 8755 and 8757 Public Resources CodReference: Sections 8750, 8751 8755 and 8757 PuResources Code.3101F.7 Alternatives. In special circumstances where certrequirements of these standards cannot be met, alternatithat provide an equal or better pmtection of he public heasafety and the environment shall be subject to Division Capproval with concurrence of the Division's lead engineeresponsible charge.


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Division 2SECTION 31 2F

UDIT ND INSPECTION3102F l General.

3102F.1.1 Purpose. Section 3102F defines minimum requirements for audit, inspection, and evaluation of the structural,mechanical and electrical components and systems.3102F.1.2 Audit and inspections types. The audit andinspections described in this Chapter (31F) and 2 CCR2320 (a) and (b) [2.1] are:

1. Annual inspection2. Audit3. Post-event inspection

Each has a distinct purpose and is conducted either at adefined interval (see Table 3IF-2-J and Section3J02F.3.3.2), as a result of a significant, potentially damage-causing event or a significant change in operations. Inthe time between audits and inspections, operators areexpected to conduct periodic walk-down examinations of heMOT to detect potentially unsafe conditions.3102F.l.3 Berthing systems. For the purpose ofassigningstructural ratings and documenting the condition ofmechanical and electrical systems, an MOT shall be dividedinto independent berthing systems. A berthing systemconsists of he whmfand supporting structure, mechanicaland electrical components that serve the berth and pipelinesystems as defined in Title 2 CCR 2560 and 2561(n).

For example, a MOT consisting ofwharves with three berthsadjacent to the shoreline could contain three independentberthing systems ~ f t h e piping does not route through adjacent berths. Therefore, a significant defect that would restrictthe operation ofone berth would have no impact on the othertwo benhs. Conversely, ifa T-head Pier with multiple berthssharing a trestle that supports all piping to the shoreline, had asignificant deficiency on the common trestle, the operation ofall berths could be adversely impacted. This configuration isclassified as a single berthing system.The physical boundaries of a berthing system mayexclude unused sections of a structure. Excluded sections

must be physically isolated from the berthing system.Expansion joints may provide this isolation.3102F.1.4 Records. Al l MOTs shall have records reflectingcurrent, as-built conditions for all berthing systems.Records shall include, but not be limited to modificationsand/or replacement ofstructural components, electrical ormechanical equipment or relevant operational changes,new construction including design drawings, calculations,engineering analyses, soil borings, equipment manuals,specifications, shop drawings, technical and maintenancemanuals and documents.

Chronological records and reports ofannllal inspections,audits and post-event inspections and documentation ofequipment or structural changes shall be maintained.76

Records shall be indexed and be readily accessible to theDivision (see 2 CCR Section 2320 (c) (2)) (2./].3102F.1.5 Baseline inspection. If as-built or subsequent

m o d ~ f i c t i o n drawings are not available, incomplete or inac-curate, a baseline inspection is required to gather data in sufficiem detail for adequate evaluaton.

The level ofdetail required shall be such that structuralmember sizes, connection and reinforcing details are documented, if required in the structural analysis. In addition,the strength and/or ductility characteristics ofconstructionmaterials shal l be determined, as appropriate. Nondestructive testing, partially destructive testing and/or laboratorytesting methods may be used.All fire, piping, mechanical and electrical systems shallbe documented as to location, capacity, operating limits andphysical conditions.

3102F.2 Annual inspection. The annual inspection requiredby 2 CCR 2320 (a)( 1) [2. J] may include an engineering exami ~ t i o n of he topside and underside areas of he dock, including the splash zone. The Division shall perform the inspection,with cooperation from the owner/operator. Observations willbe recorded and a report ofviolations and deficiencies shall beprovided to the operator.

Subject to operating procedures, a boat shall be provided tofacilitate the inspection of he dock undersides and piles downto the splash zone. If a boat is not available or the under dockinspection cannot be peiformed by the Division during theannual inspection, the MOT operator shall carry out or causeto be carried out, such an inspection. The operator will thenprovide the Division with a report detailing the examinationresults including pJwtographs, videos and sketches as necessary to accurately depict the state of he underside of he dock.3102F.3 Audit s.

3102F.3.1 Objective. The objective of he audit is to reviewstructural, mechanical and electrical systems on a prescribed periodic basis to verify that each berthing system isfit for its specific defined purpose. The audit includes abovewater and underwater insoections engineering evaluationdocumentation and recommended follow-up actions.3102F.3.2 Overview. The audit shall include above water

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The underwater inspection involves an examination ofallstructural, mechanical and electrical components below thewaterline. A rational and representative underwater sampling ofpi les may be acceptable with Division approval,forcases of limited visibility, heavy marine growth, restrictedinspection times because of environmental factors (currents, water temperatures, etc.) or a very large number ofpiles.

Global operational structural assessment rating( s)(OSAR), global seismic structural assessment rating(s)(SSAR) and global inspection condition assessment rating(s) (ICAR) shall be assigned to each structure and overall berthing system, where appropriate (Table 31F-2-4).Remedial action priorities (RAP) shall be assigned forcomponent deficiencies (Table 31F-2-5). Recommendationsfor remediation and/or upgrading shall be prescribed as necessary.An audit is not considered complete until the audi t reportis received by the Division.

3102F.3.3 Schedule.3102F.3.3.1Initial audit. For a new MOT or new berthing system(s , the initial audit of the "as-built" systems(s shall be peiformed prior to commencement ofoperations.3102F.3.3.2 Subsequent audits. A subsequent auditreport ofeach tenninal shall be completed at a maximuminterval of4 years, and includes documentation of nspections. This interval may be reduced, based on the recommendation of he audit team leader, and with the approvalof he Division, depending on the extent and rate ofdeterioration or other factors.

The maximum interval for above water inspectionsshall be 4 years. The maximum interval for underwaterinspections is dependent upon the condition of he facility, the construction material type and/or the environment at the mudline, as shown in Table 3JF-2-J.f here are no changes in the defined purpose (see Section 3J02F.3.6.1) of the berthing system(s), then analyses from previous audits may be referenced. However, ifthere is a significant change in a berthing system(s , orwhen deterioration or damage must be considered, a newanalysis may be required.

The Division may require an audit, inspection or supplemental evaluations to justify changes in the use of heberthing system(s .

3102F.3.4 Audit team.3102F.3.4.1 Project manager. The audit shall be conducted by a multidisciplinary team under the direction ofa project manager representing the MOT. The projectmanager shall have specific knowledge of he MOT andmay serve other roles on the audit team.3102F.3.4.2 Audit team leader. The audit team leadershall lead the on-site audit team and shall be responsiblefor directing field activities, including the inspection ofallstructural, mechanical and electrical systems. The team

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leader shall be a California registered civil or structuengineer and may serve other roles on the audit team3102F.3.4.3 Structural inspection team. The structinspection shall be conducted under the directionregistered civil or structural engineer.

All members of he structural inspection team shalgraduates of a 4-year civil/structural engineering,closely related (ocean coastal) engineering curriculand shall have been certified as an Engineer-in-Traing; or shall be technicians who have completed a couofstudy in structural inspections. The minimum accable course in structural inspections shall includehours of instruction specifically related to structinspection, followed by successful completion ofa cprehensive examination. An example of an acceptacourse is the U.S. Department of Transportatio"Safety Inspection of n- Service Bridges." Certificaas a Level IV Bridge Inspector by the National Instiof Certification in Engineering Technologies (NICshall also be acceptable {2.2l.For underwater inspections, the registered civistructural engineer directing the underwater structinspection shall also be a commercially trained diveequivalent and shall actively participate in the insption, by personally conducting a minimum of25 percof he underwater examination {2.2l.

Each underwater team member shall also be a cmercially traineddiver, or equivalent. Divers peiformmanual tasks such as cleaning or supporting the divoperation, but not conducting or reporting on insptions, may have lesser technical qualifications (2.2l3102F.3.4.4 Structural analyst. A California registecivil or structural engineer shall be in responscharge of the structural evaluations.3102F.3.4.5 Electrical inspection team. A registeelectrical engineer shall direct the on-site team peifoing the inspection and evaluation of electrical comnents and systems.3102F.3.4.6 Mechanical inspection team. A registeengineer shall direct the on-site team peiforming inspection and evaluation of piping/pipeline, mechcal and fire components and systems, except the FProtection Assessment in accordance with Sect3JOSF.2.2.3102F.3.4.7 Divisional representation. The Divisrepresentative(s may participate in any audit or insption as observer(s) and may provide guidance.3102F.3.4.8 Geotechnical analyst. A California retered civil engineer with a California authorization ageotechnical engineer shall peiform the geotechnevaluation required for the audit and all otgeotechnical evaluations.

3102F.3.5 Scope ojinspections.3102F.3.5.1 Above water structural inspection. above water inspection shall include all accessible cponents above 3ft MLLW. Accessible components s


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be defined as those components above and below deckthat are reachable without the need for excavation orextensive removal of materials that may impair visualinspection. The above water inspection shall include, butnot be limited to the following:1. Piles2. Pile caps3. Beams4. Deck soffit5. Bracing6. Retaining walls and bulkheads7. Connections8. Seawalls9. Slope protection

10. Deck topsides and curbingn. Expansion joints12 Fender system components13 Dolphins and deadmen14 Mooring points and hardware15. Navigation aids16. Platfonns, ladders, stairs, handrails and gangways17. Backfill s i n k h o l e s l d ~ f f e r e n t i a l settlement)

3102R3.5.2 Underwater structural inspection. The underwater inspection shall include all accessible componentsfrom 3ft MLLW to the mudline, including the slope andslope protection, in areas immediately surrounding theMOT. The water depth at the berth(s) shall be evaluated,

TABLE 31F-2-1

verifying the maximum or loaded draft specified in theMOT's Operations Manual 2 CCR 2385 (d)) [2.1].The underwater structural inspection shall include theLevel I II and III inspection efforts, as shown in Tables31F-2-2 and 31F-2-3. The underwater inspection levels

of effort are described below, per [2.2J:Level I-Includes a close visual examination, or a tactileexamination using large sweeping motions of the handswhere visibility is limited. Although the Level I effort is oftenreferred to as a "swim-by" inspection, it must be detailedenough to detect obvious major damage or deteriorationdue to overstress or other severe deterioration. It should

confinn the continuity of he full length ofall members anddetect undennining or exposure of nonnally buried elements. A Level I effort may also include limited probing ofthe substructure and adjacent channel bottom.Level II-A detailed inspection which requires marine

growth removal from a representative sampling ofcomponents within the structure. For piles, a 12-inch high bandshould be cleaned at designated locations, generally nearthe low waterline, at the mud-line, and midway betweenthe low waterline and the mudline. On a rectangular pile,the marine growth removal should include at least threesides; on an octagon pile, at least six sides; on a roundpile, at least three-fourths of he perimeter. On large diameterpiles, 3ftor greater, marine growth removal should beeffected on 1 ft by 1 ft areas at four locations approximately equally spaced around the perimeter, at each elevation. On large solid faced elements such as retainingstructures, marine growth removal should be effected on 1ft by 1 t areas at the three spec(fied elevations. The inspection should also focus on typical areas ofweakness, suchas attachment points and welds. The Level II effort is

MAXIMUM INTERVAL BETWEEN UNDERWATER INSPECTIONS (YEARStCONSTRUCTION MATERIAL I

Unwrapped Timber or Unprotected Steel Concrete, Wrapped Timber, Protected Steel or CHANNEL BOTTOM ORINSPECTiON (no coating or cathodic protection Composite Materials FRP, plastic, etc. MUDLINE-SCOURCONDITIONASSESSMENT Benigif Aggressive3 Benigw Aggressive3 Benigif Aggressive3RATING (lCARl Environment Environment Environment Environment Environment Environment6 (Good) 6 4 6 5 6 5

5 (Satisfactory) 6 4 6 5 6 54 (Fair) 5 3 5 4 6 5~3 (Poor) 4 3 5 4 6 5

2 (Serious) 2 1 2 2 2 2 ~1 (Critical) NIA5 NIA5 NIA5 NIA5 NIA5 NIA5> I I 1. The maximum interval between Underwater Inspections shall be changed as appropriate, with the approval of he Division, based on the extent ofdeteriorationobserved on a structure, the rate of urther anticipated deterioration or other factors.

2. Benign environments include fresh water and maximum current velocities less than 1 5 knots for the majority of the days in a calendar year.3. Aggressive environments include brackish or salt wate ; polluted water, or waters with current velocities greater than 1 5 knots for the majority of he days in thecalendar yew:4. For most structures, two maximum intervals will be shown in this table, one for the assessment of construction material (timbe ; concrete, steel, etc.) and one forscour (last 2 columns). The shorter interval of he two should dictate the maximum inten1al used.5. MOTs rated "Critical" will not be operational; and Emergency Action shall be required in accordance with Table 31F-2-6.I I 6. ICARs shall be assigned in accordance with Table 31F-2-4.

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TABLE 31F*2-2UNDERWATER INSPECT/ON LEVELS OF EFFORT[2 2}DETECTABLE DEFECTS

LEVEL P U R P ~ O ~ S ~ E ~ ____ ______ S ~ t ~ e e ~ / ________ ________ ~ o ~ n ~ c ~ n ~ e ~ ______ r ~ i m ~ b ~ e r ~ ______ _ - - ~ c ~ o ~ m ~ p ~ o ~ s ~ u = e -

I

II

General visuaVtactileinspection to con innas-built condition anddetect severe damageTo detect surface defectsnormally obscured bymarine growth

To detect hidden orinterior damage, evaluateof cross-sectionalor evaluate material

Extensive corrosion, holesSevere mechanical damage

Major spalling and cracking IMajor loss of sectionSevere reinforcement corrosion ,Broken piles and bracingsBroken piles 'Severe abrasion or marine

i borer attackModerate mechanical damage Surface cracking and spallillg External pile damage due toImarine borersCorrosion pitting and loss ofsection Rust stainingExposed reinforcing steelprestressing strands

TABLE 3 F-2-3SCOPE OF UNDERWATER I A I I t . ' ~ ' ' ' ' ' ' ' ' j r n A , I ~SAMPLE SIZE AND METHODOLOGy1

Permanent deformatiBroken piles

CrackingDelaminationMaterial degradation

NIA

Steel Concrete Timber Composite

Bulkheads Bulkheads Bottom oLEVEL Bulkheads IRetaining WJ l s Piles RetaJnlns Walls Piles Retaining Walls Piles Mudline-Sc

Method:III

Remainingthickness

100VisuaVTac tile

Every 100LFVisual: Removalofmarine growthin 1SF areas

Every 200LFRemainingthic/messmeasurement; measurement;electrical potential electrical potentialmeasurement; measurement;corrosion prC?filing corrosion profiling

100Visual/I'actile10Visual:Removal ofmarine growthin3 bands

0NIA

100VisuaVTactile

Every 100LFVisual: Removalofmarinegrowth in 1 SFareas

0NIA

- - - - - - - ~ ~ - - - - - - - - - - - - - . ~100 100

I VisuallTactile I VisuallTaaik10 Every 50 LFVisual: Visual: RemovalRemoval of ofmarinemarine growth growth in 1 SFon 3 bands areas

IMeasurement: IRemainingdiameter5%Internalmarine borerinfestationevaluation

Every 100LFInternal marineborerinfestation

I evaluation

100 100VisuallTactile10Visual:Removal ofmarine growthin3 bands

0

0

0

as necessary as e c e S ~ a - r v ' - - __ L . ~ ~ . ~ - - ' - __________ L___________ ... - -1 The minimum inspection sampling size for small structures shall include at least two components.LF Linea r Feet; SF = Square Feet; NIA = Not Applicable

intended to detect and identify damaged and deterioratedareas that may be hidden by suiface biofouling. The thoroughness of marine growth removal should be governedby what is necessary to discern the condition of he underlying structural material. Removal ofall biofouling staining is generally not required.Level I I I A detailed inspection typically involvingnondestructiveor partially-destructive testing, conductedto detect hidden or interior damage, or to evaluate lmlterial homogeneity. Level III testing is generally limited tokey structural areas, areas which are suspect or areaswhich may be representative of he underwater structure.


3102F.3.5.3 Special inspection considerations.3102F.3 5 3 1 Coated components. For coated scomponents, Level I and Level I I efforts should foon the evaluation of the integrity and effectivenesthe coating. The piles should be inspected withdamaging the coating. Level I I I efforts should inclultrasonic thickness measurements without remoof he coating, where feasible.3102F.3.5.3.2 Encased components. For steel, ccrete or timber components that have been encasthe Level I and I I efforts shouldfocus on the evaluaof he integrity of he encasement. If vidence ofsign


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cant damage to the encasement is present, or if evidence of significant deterioration of the underlyingcomponent is present, then the damage evaluationshould consider whether the encasement was providedfor protection and/or structural capacity. Encasementsshould not typically be removed for an audit.

For encasements on which the formwork has beenleft in place, the inspection should focus on the integrity of the encasement, not the formwork. Levell andLevel II efforts in such cases should concentrate on thetop and bottom of he encasement. For concrete components, if deterioration, loss ofbonding, or other significant problems with the encasement are suspected, itmay be necessary to conduct a special inspection,including coring of the encasement and laboratoryevaluation of he materials.3102F.3.5.3.3 Wrapped components. For steel, concrete or timber components that have been wrapped,the Levell and II efforts shouldfocus on the evaluationof he integrity of he wrap. Since the effectiveness ofawrap may be compromised by removal, and since theremoval and re-installation ofwraps is time-consuming it should not be routinely done. However, if evidence o f significant damage exists or i theeffectiveness of he wraps is in question, then samplesshould be removed to facilitate the inspection and evaluation. The samples may be limited to particular zonesor portions ofmembers ifdamage is suspected, basedon the physical evidence ofpotential problems. A minimum sample size of hree members should be used. Afive-percent sample size, up to 30 total members, maybe adequate as an upper limit.

For wrapped timber components, Level III effortsshould consist ofremoval of he wraps from a representative sample of components in order to evaluate thecondition of he timber beneath the wrap. The samplemay be limited to particular zones or portions of themembers if damage is suspected (e.g., at the mudline/bottom ofwrap or in the tidal zone). The sample sizeshould be determined based on the physical evidenceof potential problems and the aggressiveness of theenvironment. A minimum sample size of hree membersshould be used. A five-percent sample size, up to 30total members, may be adequate as an upper limit.

3102F.3.5.4 Mechanical and electrical inspections. Themechanical and electrical inspections shall include but notbe limited to the following:

1. Loading arms2. Cranes and lifting equipment, including cables3. Piping/manifolds and supports4. Oil transfer hoses5. Fire detection and suppression systems6. Vapor control system7. Sumps/sump tanks8. Vent systems

9. Pumps and pump systems10. Lighting11. Communications equipment12. Gangways13. Electrical switches and junction boxes14. Emergency power equipment15. Air compressors16. Meters17. Cathodic protection systems18. Winches19. ESD and other control systems20. Ladders

All alarms, limit switches, load cells, current meters,anemometers, leak detection equipment, etc., shall beoperated and/or tested to the extent feasible, to ensureproper function.

3102F.3.6 Evaluation and assessment.3102F.3.6.1 Terminal operating limits. The physicalboundaries of he facility shall be defined by the berthingsystem operating limits, along with the vessel size limitsand environmental conditions.

The audit shall include a Statement of TenninalOperating Limits, which must provide a concise statement of he purpose ofeach berthing system in terms ofoperating limits. This description must at least include,the minimum and maximum vessel sizes, includingLength Overall (LOA), beam, and maximum draft withassociated displacement (see Fig. 3 F-2-l).In establishing limits for both the minimum and maximum vessel sizes, due consideration shall be given towater depths, dolphin spacing, fender system limita

tions, manifold height and hose/loading arm reach, withallowances for tidal fluctuations, surge and drift.Maximum wind, current or wave conditions, or combinations thereof, shall be clearly defined as limiting conditions for vessels at each berth, both with and withoutactive product transfer.

3102F.3.6.2 Mooring and berthing. Mooring and berthing analyses shall be peiformed in accordance with Section 3105R The analyses shall be consistent with theterminal operating limits and the structural configuration of the whaif and/or dolphins and associated hardware.

Based on inspection results, analyses and engineeringjudgment mooring and berthing OSARs shall beassigned on a global basis, independently for each structure and overall berthing system. The OSARs defined inTable 31F-2-4 shall be usedfor this purpose. The mooring and berthing OSARs document the berthing system(s fitness-for-purpose.3102F.3.6.3 Structure. A structural evaluation, including a seismic analysis, shall be peiformed in accordancewith Sections 3103F through 3107F. Such evaluation



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shall consider local or global reduction in capacity, asdetennined from the inspection.Based on inspection results, structural analyses andengineering judgment, OSARs (for operational loading)and SSARs shall be assigned on a global basis, independently for each structure, structural system(s) and berthing

system(s , as appropriate. The OSARs and SSARs definedin Table 31F-2-4 shall be usedfor this purpose and document the structural and/or berthing system(s fitnessjor-purpose.

Based on inspection results and engineering judgment, lCARs shall be assigned on a global basis, independently for each above and underwater structure,structural system and berthing system, as appropriate.The lCARs defined in Table 3 F-2-4 shall be usedfor thispUlpose.Structural cOlnponent deficiencies assigned RAPs as

per Table 3 F-2-5 shall be considered in the OSARs,SSARs and lCARs. The assigned ratings shall remain ineffect until all the significant corrective action has beencompleted to the satisfaction of the Division, or untilcompletion of the next audit.31 02F.3.6.4 Mechanical and electrical systems. An evaluation ofall mechanical and electrical systems and components shall be performed in accordance with Sections3108F through 3111F of these standards. f a pipelinestress analysis is required (see Section 3109F.3), forcesand imposed seismic displacements resulting from thestructural analysis shall be considered. Mechanical andelectrical component deficiencies shall be assigned ratingsfrom Table 31F-2-5.

3102F.3.7 Follow-up actions. Follow-up actions asdescribed in Table 31F-2-6 shall be prescribed. Multiplefollow-up actions may be assigned; however, guidance shallbe provided as to the order in which the follow-up actionsshould be carried out.

If an assessment rating of 1 , 2 or 3 (Table31F-2-4) or a RAP of PI or P2 (Table 31F-2-5) or"Emergency Action" using Table 31F-2-6, is assigned to astructure, berthing system or critical component, the Division shall be notified immediately. The Executive SummaryTable ES-2 (see Example Table 31F-2-8) shall includeimplementation schedules for all follow-up and remedialactions. Follow-up and remedial actions and implementation schedules are subject to Division approval. ExecutiveSummary Tables shall be maintained and updated by theMOT, and shall be submitted in the audit and/or upon Division request. For action plan implementation, see Section3102F.3.9.3102F.3.8 Documentation and reporting. The auditreports shall be signed and stamped by the audit teamleader. The inspection and other reports and drawings shallbe signed and stamped by the engineers in responsiblecharge.

Each audit and inspection, whether partial or complete,shall be adequately documented. Partial inspections coveronly specific systems or equipment examined. The resulting

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reports shall summarize and reference relevant previousings and deficiencies. Inspection reports shall be includedsubsequent audits.

The contents of he audit and inspection reports for eberthing system shall, at a minimum, include the follo'vvas appropriate:Executive summary-a concise narrative of he audiinspection results and analyses conclusions. It shinclude summary information for each berthing systincluding an overview of he assignedfol low-up actioThe Executive Summary Tables shall also be inclu(see Example Tables 31F-2-7A through 31F-2-7C 31 F-2-8).Table of contentsIntroduction-a brie f description of the purpose scope of he audit or inspection, as well as a descriptof he inspection/evaluation methodology used.Existing c01lditions-a description, along with a smary, of the observed conditions. Subsections shallused to describe the above water structure, underwstructure, fire, piping/pipeline, mechanical and eleccal systems, to the extent each are included in the scof he audit. Photos, plan views and sketches shall belized as appropriate to describe the structure and observed conditions. Details of the inspection ressuch as test data, measurements data, etc., shall be domented in an appendix.Evaluation and assessment-assessment ratings sbe assigned to all structures and/or berthing systeAlso, see Section 3 02F.3.6. All supporting calculatioas-built drawings and documentation shall be incluin appendices as appropriate to substantiate the ratinHowever, the results and recommendations of the enneering analyses shall be included in this section. Coponent deficiencies shall be described andcorresponding RAP assigned.Follow-up actions-Specific follow-up actions (Ta31F-2-6) shall be documented (Table 3JF-2-8), remedial schedules included, for each audited systAudit team leaders shall specify which follow-up actirequire a California registered engineer to certify the completion is acceptable.Appe1ldices-When appropriate, the following appences shall be included:

1. Background data on the terminal- description oservice environment (wind/waves currents), exand type ofmarine growth, unusual environmeconditions, etc.2. Inspection/testing data3. Mooring and berthing analyses4. Structural and seismic analyses and calculation5. Geotechnical report6. MOT Fire Protection Assessment7 Pipeline stress and displacement analyses


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8 Mechanical and electrical system documentation9 Corrosion assessment

10 Photographs, sketches and supporting data shall beincluded to document typical conditions and referenced deficiencies, and to justi fy the assessment ratings and the remedial action priorities R Psassigned.

2 Updated Executive Summary Tables3 Supporting documentation with calculations and/orrelevant data

3102F.3.9 ction plan implementation report. fter imple-111entation ofremedial rneasures, a report shall be submittedto the Division and shall include:

3102F.4 Post-event inspection. A post-event inspection is afocused inspection following a s i g n ~ f i c a n t potentially damage-causing event such as an earthquake, storm, vessel impact,fire, explosion or tsunami. The primary pUfpose is to assess theintegrity ofstructural, mechanical and electrical systems. Thisassessment will determine the operational status and/or anyremedial measures required.

6 I

5

2

1 A description ofeach action taken

Good

Serious

TABLE 31F 2 4ASSESSMENTRAnNGS

nd SSAFf2The capacity of he structure or system meets the r e ~ ' U i ) e 1 1 1 e n t sthis standard.The structure or system should be considered fit-for-purpose.

The capacity of he structure or system is no more than 15 percentbelow the requirements of his standard, as determined from anengineering evaluation.The structure or system should be considered as marginal. Repairand/or upgrade measures may be required to remain operational.Facility may remain operational, provid ed a plan and schedule forremedial action is presented to and accepted by the Division.

The capacity of he structure or system is no more than 25 percentbelow the requirements of his standard, as determined from anengineering evaluation.The structure or system is not it-jor-purpose. Repair andlorupgrade measures may be required to remain operational. Thefacility may be allowed to remain operational on a restricted orcontingency basis until the deficiencies are corrected, p rovided aplan and schedule for such work is presented to and accepted bytheThe capacity of he structure or system is more than 5 percentbelow the requirements of his standard, as determined from anengineering evaluation.The structure or system is notfit-for-purpose. Repairs andlorupgrade measures may be required to remain operational. Thefacility may be allowed to remain operational on a restricted basisuntil the deficiencies are corrected, provided a plan and schedulefor such lvork is presented to and accepted by the Divisioll.

The capacity of he structure or system is critically deficientrelative to the requirements of his standard.The structure or system is notfit-for-purpose. The facility shallcease operations until deficiencies are corrected and accepted bythe Division.

1 OSAR Operational Structural Assessment Ratings2 SSAR ; Seismic Structural Assessment Ratings

moderate defectsbut no overstressing observed.or upgrades are required.

ll primary structural elements are sound, bu t minor tomoderate defects or deterioration observed. Localized areasof moderate to advanced deterioration may be present, butdo not significantly reduce the load bearing capacity of hestructure.Repair andlor upgrade measures may be required to remainoperational. Facility may remain operational, provided aplan and schedule for remedial action is presented to andaccepted by the Division.Advanced deterioration or overstressing observed onwidespread portions of he structure, but does notsignificantly reduce the load bearing capacity of {hestructure.Repair andlor upgrade measures may be required to remainoperational. The facility may be allowed to remainoperational on a restricted or contingency basis until thedeficiencies are corrected, provided a plan and schedule forsuch tvork to and accepted by the Division.Advanced deTerioration, overstressing or breakage may havesignificantly affected the loa d bearing capacity ofprimarystructural components. Local failures are possible andloading restrictions may be necessCll)l.Repairs andlor upgrade measures may be required to remainoperational. The facility may be allowed to remainoperational on a restricted basis ufllil the deficiencies arecorrected, provided a plan and schedule for such work ispresented to and accepted theVery advanced deterioration, overstressing or breakage hasresulted in localized failure s) of primmy structuralcomponents. More widespread failures are possible or likelyto occur and load restrictions should be implemented asnecessary.

3 ICAR Inspection Condition Assessment Ratings [2 21: Ratings shall be assigned comparing the observed condition to the original condition.4. Structural, mooring or berthing systems

48 2 13 CALIFORNIA BUILDING CODe

I I


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3102F.4.1 Notification andaction plan. Notification as per 2CCR 2325 e) [2.1] shall be provided to the local area Divisionfield office. The notification shall include, as a minimum:1. Brief description of the event2. rief description of the nature, extent and significanceofany damage observed as a result of he event3. Operational status and any required restrictions4 Statement as to whether a Post-Event inspection willbe carried out

The Division may carry out or cause to be carried out, apost-event inspection. In the interim, the Division maydirect a change in the operations manual, per 2 CCR 2385f) 3) [2.1].Ifa post-event inspection is required, an action plan shallbe submitted to the Division within five 5) days after theevent. This deadline may be extended in special circumstances. The action plan shall include the scope of theinspection above water, underwater, electrical, mechanical

systems, physical limits, applicable berthing systems, etc.)and submission date of the final report. The action plan issubject to Division approval.

MARINE OIL TERMIN

3102F.4.2 Inspection team. The qualifications ofinspection team shall be the same as those prescribedSection 3102R3.4. Division representatives may parpate in any post-event inspection, as observers, and mprovide guidance.3102F.4.3 Scope. The post-event inspection shall focusthe possible damage caused by the event. Generalobsertions of long-term or preexisting deterioration such as nificant corrosion-related damage or other deteriorashould be made as appropriate, but should not be the foof the inspection. The inspection shall always includeabove-water assessmentof tructural, mechanical and etrical components.

The inspection team leader shall determine the needand methodology of, an underwater structural assessmin consultation with the Division. Above water obsertions, such as shifting or differential settlement, misalments, significant cracking or spalling, bulging, etc., sbe used to determine whether or not an underwater assment is required. Similarly, the inspection team leader sdetermine, in consultation with the Division, the need

TABLE 31F-2-5COMPONENT DEFICIENCY REMEDIAL ACTION PRIORITIES RAP)REMEDIALPRIORITIES DESCRIPTION ND REMEDIAL ACTIONS

PI

P2

P3

P4

R

Specified whenever a condition that poses an immediate threat to public health, safety or the environment is observed. Emergenq actionsmay consist of barricading or closing all or portions of he berthing system, evacuating product lines and ceasing transfer operations.The berthing system is notfit-for-purpose. Immediate remedial actions are required 12rior to the continuance o[normal ol2erations.Specified whenever defects or deficiencies pose a potential threat to public health, safety and the environment. Actions may cOllsist of imitor restricting operations until remedial measures have been completed.The berthing system is not fit-for-purpose. This priority requires investigation, evaluation and urf:.ent action.Specified whenever systems require upgrading in order to comply with the requirement of hese standards or current applicable codes. Thedeficiencies do not require emergency or urgent actions.The MOT may have placed on its ~ f ~ v,..;.: status.Specified whenever damage or defects requiring repair are observed.The berthing system is fit-for-purpose. Re[lair can be [lerfprmed during normal maintenance c) .cJes but not to exceed one year.Recommen ded action is a good engineering/maintenance practice, but not required by these standards.The berthing system is fit-for-purpose.

FOLLOW-UP ACTION

Emergency Action

TABLE 31F-2-6FOLLOW-UP ACTIONS [2.2JDESCRIPTION

Specified whenever a condition which poses an immediate threat to public health, safety or the environment isobserved. Emergency Actions may or closing all of he berthing system, limitivessel size, placing loadEngineering Evaluation or deficiencies are observed which require further investigation or evaluation toactions.

Repair Design InspectionUpgrade Design and Implementation

Special Inspection



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M RINE OIL TERMIN LS

and methodology of any supplemental inspections (e.g.,special inspections (see Section 31 02F. 3.5.3 .The following inf01mation may be important in detenniningthe needfor, and methodology of, the post-event inspection:1. Earthquakes or vessel or debris impact typicallycause damage both above and below the water line.Following a major earthquake, the inspection should

focus on components likely to attract highest lateralloads (batter or shorter piles in the rear of he structure, etc.). In case of vessel or debris impact, theinspection effort should focus on components in thepath of he impact mass.2. Major floods or tsunamis may cause undermining ofthe structure, and/or scouring at the mud line.3. Fire damage varies significantly with the type ofconstruction materials but all types may be adverselyaffected. Special inspections (sampling and laboratory testing) shall be conducted, as determined by theinspection team leader, in order to determine thenature and extent ofdamage.4. High wind or wave events often cause damage bothabove and below the water line. An underwater inspection may be required ifdamage is visible above the waterline. Structural damage may be potentially increased ifavessel was at the berth during the event. The effects ofhigh wind may be most prevalent on equipment and connections ofsuch equipment to the structure.

The methodology ofconducting an underwater post- eventinspection should be established with due consideration ofthe structure type and type ofdamage anticipated. Whereasslope failures or scour may be readily apparent in waters ofadequate visibility, overstressing cracks on piles covered withmarine growth will not be readily apparent. Where such hidden damage is suspected, marine growth removal should beperfonned on a representative sampling of components inaccordance with the Level II effort requirements described inSection 31 02F.3.5.2. The cause of he event will detennine theappropriate sample size and locations.3102R4 4 Post-event ratings. A post-event rating [2.2Jshall be assigned to each berthing system upon completionof the inspection (see Table 31F-2-9). All observations ofthe above and under water structure, mechanical and electrical components and systems shall be considered inassigning a post-event rating.

Ratings should consider only damage that was likelycaused by the event. Pre-existing deterioration such as corrosion damage should not be considered unless the structural integrity is immediately threatened or safety systemsor protection of he environment may be compromised.

Assignmentofratings should reflect an overall characterization of he berthing system being rated. The rating shallconsider both the severity of he deterioration and the extentto which it is widespread throughout the facility. The factthat the facility was designed for loads that are lower thanthe current standards for design should have no influenceupon the ratings.3102R4 5 Follow-up actions. Follow-up actions shall beassigned upon completion of the post-event inspection of

484

each berthing system. Table 31F-2-5 specif ies remedialaction priorities for deficiencies. Table 31F-2-6 specifiesvarious follow-up actions. Multiple follow-up actions may I


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13/85

I\gto.)( )r-;;0J:IZ):mc:=cZG )( )0Cm

eoen

TABLE 31F-2-7AEXECUTIVE SUMMARY TABLE (ES-1A)EXAMPLE GLOBAL OPERAnONAL STRUCTURAL ASSESSM ENTRA nNGS( OSAR)

Last Next Last~ 8 e r t h ; n g Type of OSAR audit date audit due date analysis datesystem Berth(s 1 Structure(s)1 analysiSZ rating'._ _ (MM YYYY) (MMlYYYY) (MMlYYVVFNorth

Repairlreplacement Fit4or-due date purpose(MMlYYYYf (YIN) I

IIWha e r ~ Wharjhead 0 5 0812008 0812011 NIA Y INoNorth Berth 1 I MooringWharf DolvhinNorth ; Berth 1 I Breasting,. Dolphin

Berth J I Overall)olphins,Trestles,

M 2 0812008

B 0812008

0 0812008

0812008

08/2011

8 ~ ~ aOO80812011 0212008

0812011

TABLE 31F-2-7B

N IHoBeVeFeSeeNo

G--I EXECUTIVE SUMMARY TASLE (ES-1S) ~ F ; t : ; ; jEXAMPLE r GLOBAL SEISMIC STRUCTURAl.. ASSESSMENIF ATINGS (SSAR) _ _ ~ ~I

I Last I Next I Last I Repairlreplacement Fit-for-Berthing I SSAR audit date audit due date analysis date due date purpose iI s y s t e . i l 1 ~ e t t h ( s l Structure(sl rating MIv1IYYYY) (MMffYYY)._ {MMlYYYYt (MMlYYYYf (YIN) NorthWharfNorthWharfNorthWhalf

Berth 1 I Wharjhead I 2 I 0812008

r e s t l ~ _ ;-fBaOO830" ~ r u d e 5 0812008lmeOverall Overall

0812011 0212010------- - . ~ r _ _

081201108/2011

Levell - OKLevel NOLevell OKLevel 2 - OK

1 NIALevel 2 - OK

NorthW h ~ t L ~ . ---1

Dolphins,PipelineNorth Trestle,Wharf Bulkhead

-------/ ---1---.---------- ._.--- -- SouthWharf


14/85


15/85

j:o0en

NoL,t)r;;o:DZl>IIIc:FcZQoocm

TABLE 31F-2-7CEXECUTIVE SUMMARY TABLE (ES-1C)EXAMPLE GLOBAL INSPECTION CONDITION ASSESSMENT RATINGS {ICAR

Berthing Type o Last inspection date Inspection interval Next inspection due datesystem Berth{sl Structure{s} inspectiotf rating {MMlYyyyr (YRS.) {MMlYYYYj NorthWhaif Berth 1 Whmjhead AW 0212008 3 0212011North Berth 1 Wharjhead I UW 0212008 5 02/2013Whaif INorthWhaif B h 1 Breasting Dolphin Iert I BD-1 AW 6 0212008 3 0212011North Overall Breasting Dolphin UW 5 0212008 5Whaif BD-1North Dolphins, Trestle,Whaif Berth 1 Ca1:lNalks, Iulkhead walls, etc. I ISouth Berth 2 Ihaif

These notes apply to Tables 3IF-2-7A through 7C:1. The term Overall shall be input in this field when the assessment ratings are summarized for a berth.2. Types ofAnalyses : 0 =Operational Loading Analysis, M =Mooring Analysis, liB =Berthing Analysis3. Types of Inspections : flAW =Above Water Inspection, UW = Underwater Inspection4. All assessment ratings shall be assigned in accordance with Table 3IF-2-4.5. The Analysis Dates are defined by the month and year in which the final design package is submitted to the Division.6. The Repair/Replacement Dates are defined by the month and year in which the repair/replacement is to be completed and operational.7. The Description or Comments shall reference allMOToperating limits. For OSARs, this includes berthing velocity restrictions, load limits, etc. For SSARs. thismic Pelformance Level.S. Inspection findings may trigger a structural reassessment (see Tables 3 I F-2-7A and 31 F-2-7B).9. Ratings shall be assigned comparing the observed condition to the original condition.10. The Inspection Dates are defined by the month and year in which the last day of onnal field inspection is conducted.


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19/85

coco

N~Co)( )r=no:xJZ:;toc:r=czC>( )ocm

GENERAL INFORMATION EXAMPLE- - _._,.-REFERENCE CALCULATlON(S):NAME OF REPORT(S) I PREPARER(S) / DATE(S)

STATEMENT OF TERMINAL OPERATING LIMITSTerminal Name & Location

ALTERNATIVE(S) APPROVED: 50 to 65 KDWT e s ~ ~ ~ ~ ~ ~ ? a r ~ i d ~ ___ -//----'----------i ~ _ ~ --- -- --- - - < I ~ ~ . - -- - - -- - - - - - - -1--{ -HYs cAL-eouNDARYOFBERT-H}- - - - ---II /,>.,,-.:. A ? l . : I

i

~ ~ ; : j O - ; FLOOD [> i . :.- ~ \./ . / CD E F G H .iiJ :: 7\ \ Sf . . ~ - : - : : - ~ ~ : j - - : . - -2 - .. -- __ = : ; < : ~ ___ _,,,,

\ ' 65 KDWT Vessel Class___ __ _____ __ __ _____. _ __ _ ___ ___ ______________ . ._ _ _ _ .. _. _______ _ ________ ._

WIND RESTRICTION DIAGRAM

LEGEND:.OPERATIONAL CONDITION LIMIT:TERMINATE PRODUCT TRANSFER

SURVIVAL CONDITION LIMIT:DISCONNECT PRODUCT LINES &DEPART BERTH

E N V I R O N . r ~ ' 1 E N T A L CONDITION LIMITS1. WIND RESTRICTION DIAGRAM IS APPLICABLE FOR-

- MAXIMUM EBB CURRENT 3.9 KNOTS TOWARDS, 290 DEG TO 310 DEGFROM NORTH- MAXIMUM FLOOD CUR RENT 2.6 KNOTS TOWARDS, 110 DEG TO 130 DEGFROM NORTH- WAVE PERIOD

2. TERMIN ATE PRODUCT TRANSFER AND DISCONNECT IF CURRENT EXCEEDSMAGNITUDE OR DIRECTION STATED IN NOTE I

FIGURE 31 F-2-1

/

VESSEL DDWTMAXIMUM ARRIMAXIMUM DRAFMAXIMUM ARRIMAXIMUM LOA MAXIMUM BEAMBERTH D

MINIMUM WATEMINIMUM UNOE

BERTHIN1. MAXIMUM IM2 BERTHING ISTHAN 6 DEG3. NO BERTHINGREATER TH

M 9 ~ t L1 PASSING VESANALYSIS2 MAX IMUM ALSURGE SWAY3 STOP OPERAIS WITHIN 304. DO NOT EXC

MOORINGMINIMUM NO. O

NO. OF HEANO. OF AFTNO. OF BRENO. OF SPR

MINIMUM BREAACTUAL LINE L


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MARINE OIL TERMIN

TABLE 31F 2 9POST EVENT RATINGS ND REMEDIAL ACTIONS [2.2]RATING SUMM RY O DAMAGE REMEDIAL ACTIONS

A No significant event-i nduced damage observed. No furt her action required. The berthing system may continueoperations.B Minor to moderate event-induced damage observ ed but all primary structural Repairs or mitigation may be required to remain operational. Telements nd electrical mechanical systems are sound. berthing system m y continue operations.

Moderate to major event-induced damage observ ed which m y have Repairs or mitigation may be necessary to resume or remainC significantly affected the load bearing capacity ofprimary structural elements operational. The berthing system may be allo wed to resume lim

or the functionality of key electrical/mechanical systems. operations.Major event-induced damage has resulted in localized or widespread failure of The berthing system may no t resume operations until the

D primary structural components; or the functionality of key electrical deficiencies are corrected.mechanical has been significantly affected. Additional ailures arepossible or likely to occur.

2 13 C LifORNI BUILDING CODE


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Division 3SECTION 3103F

STRUCTURAL LOADING CRITERIA3103F.1 General. Section 3103F establishes the environmental and operating loads acting on the marine oil tenninalMOT) structures and on moored vessel s). The analysis procedures are presented in Sections 3104F - 3107F.3103F.2 Dead loads.

3103F.2.1 General. Dead loads shall include the weight of heentire structure, including pennanent attachments such asloading arms, pipelines, deck crane, fire monitor tower, gangway structure, vapor control equipment and mooring hardware. Unit weights specified in Section 3103F.2.2 may be usedfor MOT structures ifactual weights are not available.3103F.2.2 Unit weights. The unit weights in Table 31F-3-1may be used for both existing and new MOTs.

pounds per cubic foot

TABLE 31F-3-1UNIT WEIGHTS

490450175

40-5045-60

145-16090-120

150

3103F.2.3 Equipment and piping area loads. The equipment and piping area loads in Table 31 F 3-2 may be used,as a minimum, in lieu ofdetailed as-built data.TABLE 31F-3-2

EQUIPMENT ND PIPING RE LOADS

Allowance for incidental items such as railings, lighting, miscellaneousequipment, etc.35 psf s for miscellaneous general items such as walkways, pipe supports,lighting and instrumentation. Major equipment weight shall be establishedandadded into this weight or piping manifold, valves, deck crane, fire monitor tower, gangway structure an d similar ma /or equipment.

pounds per square foot3103F.3 Live loads and buoyancy. Thefollowing vertical liveloading shall be considered, where appropriate: u n ~ o r m loading, truck loading, crane loading and buoyancy. Additionally,MOT specific, nonpermanent equipment shall be identifiedandused in loading computations.3103F.4 Earthquake loads.

3103F.4.1 General. Earthquake loads are described in tennsof Peak Ground Acceleration PGA), spectral accelerationand earthquake magnitude. The required seismic analysisprocedures Tables 31 F-4-2 and 31F-4-3) are dependent onthe risk classification obtained from Table 31 F-4-1.

490

3103F.4.2 Design earthquake motion parameters. Theearthquake ground motion parameters of peak groundacceleration, spectral acceleration and earthquake magnitude are modified for site amplification and near faultdirectivity effects. The resulting values are the design peakground acceleration DPGA), design spectral accelerationDSA) and design earthquake magnitude DEM).

The peak ground and spectral acceleration may be evaluated using:1. U.S. Geological Survey USGS) or California Geological Survey rCGS, formerly the California Division of Mines and Geology CDMG)] maps asdiscussed in Section 3103F.4.2.2,2. A site-specific probabilistic seismic hazard analysisPSHA) as discussed in Section 3103F.4.2.3.3. For the Ports of Los Angeles, Long Beach and Port

Hueneme, PSHA results are provided in Section3103F.4.2.3.Unless stated otherwise, the DSA values are for 5 percentdamping; values at other levels may be obtained as per Section 3J03F.4.2.9.The appropriate probability levels associated with DPGAand DSA for different seismic performance levels are provided in Table 31 F-4 -2. Deterministic earthquake motions,which are used only for comparison to the probabilisticresults, are addressed in Section 3103F.4.2. 7.The evaluation ofDesign Earthquake Magnitude DEM),is discussed in Section 3J03F.4.2.B. This parameter isrequired when acceleration time histories Section3J03F.4.2.10) are addressed or f liquefaction potentialSection 3106F.3) is being evaluated.3103F.4.2.1 Site classes. The following site classes,defined in Section 3106F.2, shall be used in developingvalues ofDSA and DPGA:

SA SB So SD and SFFor SF a site-specific response analysis is requiredperSection 3J03F.4.2.5.

3103F.4.2.2 Earthquake motions from USGS maps.Earthquake ground motion parameters can be obtainedfrom the Maps 29 32 in the National Earthquake Hazard Reduction Program NEHRP) design map set discussed in subsection 1.6.1 of [3.1} or the USGS website: http://earthquake.usgs.gov/research/hazmaps/).These are available as peak ground acceleration andspectral acceleration values at 5 percent damping for10 and 2 percent probability ofexcee dance in 50 years,which correspond to Average Return Periods ARPs) of475 and2,475 years, respectively. The spectral acceleration values are available for 0.2, and 1.0 second spectral periods. In obtaining peak ground acceleration andspectral acceleration values from the USGS web site,the site location can be specified in terms of site longitude and latitude or the zip code when appropriate. The



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resulting values ofpeak ground acceleration and spectral acceleration correspond to surface motions for SiteClassification approximately corresponding to theboundary of Site Class Sn and Sc.

Once peak ground acceleration and spectral acceleration values are obtained for 10 and 2 percent probabilityofexceedence in 50 years, the corresponding values forother probability levels may be obtained. A procedure ispresented in subsection 1.6 of Chapter 1 of [3.1).3J03F.4.2.3 arthquake motions from site-specificprobabilistic seismic hazard analyses. Peak ground acceleration and spectral acceleration values can be obtainedusing site-specific probabilistic seismic hazard analysis(PSHA). In this approach, the seismic sources and theircharacterization used in the analysis shall be based on thepublished data from the California Geological Survey,which can be obtained online at the following website:( http://www.conservation.ca. gov/CGS/PageslIndex. aspx)[3.2J.

Appropriate attenuation relationships shall be used toobtain values of peak ground acceleration and spectralaccelerationat the ground suiface or site conditions corresponding to the boundary ofSite Class SB and Sc regardlessof he actual subsuiface conditions at the site. These resultsshall be compared to those based on the FEMAlUSGSmaps discussed in Section 3103F.4.2.2. If he two sets ofvalues are significantly different, a justification for usingthe characterization chosen shall be provided.

Alternatively, peak ground acceleration and spectralaccelerations at the ground sUlface for the subsuifaceconditions that actually exist at the site may be directly

tIDI

40

20

o 80

o 60"

o 20-

0.000.01

I

I

I

I- :

i

I

I II I

, III

I A(I /II < I ~ ~

~I

II

I II

i iI I II i

0.1

MARINE OIL TERMIN

obtained by using appropriate attenuation relationshin a site-specific PSHA. This approach is not pennissifor Site Classes SE and Sp

For site-specific PSHA, peak ground accelerationspectral acceleration values corresponding to the smic performance level (See Table 31F-4-2) shallobtained.

For peak ground acceleration, PSHA may be conducusing the magnitude weighting procedure in Id[3.3}. The actual magnitude weighting values shouldlow the Southern California Earthquake Center (SCEprocedures [3.4}. This magnitude weighting procedincorporates the effects ofduration corresponding to vous magnitude events in the PSHA results. The resulpeak ground acceleration shall be used only for liquetion assessment (see Section 3106F.4).

PSHA have been developed for the Ports ofAngeles and Long Beach [3.5, 3.6} and provide site-scific information for seismic analyses. Table 31F-provides response spectra, for a 475 year return perearthquake and 5 percent critical damping. Fig31F-3-1 provides the corresponding spectra for the ports. Additionally, these references provide spectrareturn periods from 72 to 2,500 years.

For the port ofPort Hueneme, a PSHA was peiformby Lawrence Livermore National Laboratory [3.7}the results are shown in Table 31F-3-4 and Fig31 F-3-2. These results are provided onlyfor site classcation H Sc and five percent critical damping. To obtappropriate values for piles and/or the mudline, the splified procedures ofSection 3103F.4.2.4 may be us

I IPort of Los AngelesPort of In 5 Beach }) i i l l i\ I I" r\. i~ ~. , \ II i

I ~ ~ I I\J III 1

I ~ ' , ' i - , It- f - I ~Period - Seconds 1

FIGURE 31F-3-1 DESIGN ACCELERATION RESPONSE SPECTRA FOR THE PORTS OF LOS ANGELESAND LONG BEACH 475 YEAR RETURN PERIOD (5% Critical Damping



25/85


0.900 . . . __--....,.---,....-..---r---...,0.700

6 0,500 +-1' ~ ~.,gj

0.400 ToDSA d SJ/(B, T

where:T periodTo = SXJ /Sxs

3-8)

3-9)

(3-10)

Bs = Coefficient used to adjust the short period spectralresponse, for the effect of viscous damping.BJ = Coefficient used to adjust one-second period spectral response, for the effect of viscous damping

Values ofBs and BJ are obtainedfrom Table 31F-3-7.Such a procedure shall incorporate the near-faultdirectivity effects when the MOT is 15 km 9.3 miles) orcloser to a significant seismic source.

Note: Linear interpolation should be used for damping values notspecifically listed.



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3103F.4.2.10 Development o acceleration timehistories. When acceleration time histories are utilized,target spectral acceleration values shall be initiallyselected corresponding to the DSA values at appropriateprobability levels. For each set o f target spectralacceleration values corresponding to one probabilitylevel, at least three sets ofhorizontal time histories (one ortwo horizontal acceleration time historiesper set) shall bedeveloped.

Initial time histories shall consider magnitude, distanceand the type of ault that are reasonably similar to thoseassociated with the conditions contributing most to theprobabilistic DSA values. Preferred initial time historiesshould have their earthquake magnitude and distance tothe seismic source similar to the mode-magnitude andmode-distance derivedfrom the PSHA or rom appropriate maps. When an adequate number ofrecorded time histories are not available, acceleration time histories fromsimulations may be used as supplements.

Scaling or adjustments, ei ther in the frequency domainor in the time domain (preferably), prior to generatingacceleration time histories should be kept to a minimum.When the target spectral accelerations includenear-fault directivity effects (Section 3103F.4.2.6), theinitial time histories should exhibit directivity effects.

When three sets of ime histories are used in the analysis, the envelope of he spectral acceleration valuesfromeach time history shall be equal to or higher than the target .lpectral accelerations. If the envelope values fallbelow the target values, adjustments shall be made toensure that the spectral acceleration envelope is higherthan target spectral accelerations. If the envelope is nothigher, then a justification shall be provided.When seven or more sets o f ime histories are used, theaverage of he spectral acceleration values from the set

of ime histories shall be equal or higher than the targetspectral acceleration values. f the average values fallbelow the target values, adjustments shall be made toensure that average values are higher than the targetspectral accelerations. f this is not the case, then anexplanationfor the use of hese particular spectral acceleration values shall be provided.When three sets of ime histories are used in the analysis,the maximum value of each response parameter shall beused in the design, evaluation and rehabilitation. Whenseven or more sets of ime histories are used in the analysis,

the average value ofeach response parameter may be used.3103F.S Mooring loads on vessels.

3103F.S.l General. Forces acting on a moored vessel may begenerated by wind, waves, current, tidal variations, tsunamis, seiches and hydrodynamic effects of passing vessels.Forces from wind and current acting directly on the MOTstructure (not through the vessel in thef omz ofmooring andor breasting loads) shall be determined in Section 3103F.7.

The vessel's moorings shall be strong enough to hold during all expected conditions o f surge, current and weather


MARINE OIL TERMI

and long enough to allow adjustment for changes in ddrift and tide 2 CCR 2340 (c) 1)) [3.10].3103F.S.2 Wind loads. Wind loads on a vessel, mooredMOT shall be determined using procedures describthis section. Wind loads shall be calculated for each oload cases identified in Section 3105F.2.

3103F.S.2.1 Design wind speed. The design wind sis the maximum wind speed of30-second durationin the mooring analysis (see Section 3105F).3103F.S 2 1 1 Operating condition. The opercondition is the wind envelope in which a vesseconduct transfer operations. It is detenninedfromooring analysis (Section 3105F). Transfer options shall cease, at an existing MOT when theexceeds the maximum velocity of he envelope.3103F.S.2.1.2 Survival condition. The survivaldition is defined as the state wherein a vesselremain safely moored at the berth during sewinds. For new MOTs, the survival condit ion thold is the maximum wind velocity, for a 30-segust and a 25-year return period, obtained fromtorical data.

For an existing MOT, a reduced survival condthreshold is acceptable (see Figure 31 F-2-l).wind rises above these levels, the vessel must dthe berth; it shall be able to depart within 30 mi(see 2 CCR 2340 (c) 28)) [3.10].The 30-second duration wind .speed shall be dmined from the annual maximum wind data. Avannual summaries cannot be used. Maximum speed datafor eight directions (45-degree incremshall be obtained. Ifother duration wind data is aable, it shall be adjusted to a 30-second duratioaccordance with Equation 3.12). The 25-year rperiod shall be used to establish the design wind s

for each direction. In order to simplify the analysbarges (or other small vessels), they may be considto be solid free-standing walls (Chapter 6 ofAS[3.11]). This will eliminate the need to pelfonn aputer assisted mooring analysis.3103F.S.2.2 Wind speed corrections. Wind speed sured at an elevation of 33 feet (10 meters) abovwater surface, with duration of30 seconds shall be usdetennine the design wind speed. f hese conditionnot met, the following corrections shall be applied.

The correctionfor elevation is obtainedftvm the equaVw v. 3:f

where:Vw = wind speed at elevation 33 ft. (10 m.)Vh =wind speed at elevation h

3

h =elevation above water surface ofwind data [


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The available wind duration shall be adjusted to a30-second value, using the following formula:

where:VI 30 sec wind speed for a 30-second durationVt = wind speed over a given duration

3-12)

c =conversion factor from Figure 3 F-3-3r wind data is available over land only, the followingequation shall be used to convert the wind speed fromover-land to over-water conditions [3.10}:Vw 1.10VL

where:Vw = over water wind speedVL over land wind speed

3-13)

3103F.5.2.3 Static wind loads on vessels. The MooringEquipment Guidelines (MEG3) [3.13} or the BritishStandard Code of Practice for Maritime Structures{3.14J shall be used to determine the wind loads for alltank vessels.Alternatively, wind loads for any type ofvessel may becalculated using the guidelines in Ferritto et al. 1999

[3. 15J.3103F.5.3 Current loads. Environmental loads induced bycurrents at MOTs shall be calculated as specified in thissubsection.

496

3103F.5.3.1 Design current velocity. Maximum ebb andflood currents, annual river runoffs and controlledreleases shall be considered when establishing the designcurrent velocities for both existing and new MOTs.

Local current velocities may be obtained from NOAA[3.16J or other sources, but must be supplemented bysite-specific data, if the current velocity is higher than1.5 knots.Site-specific data shall be obtained by real time measurements over a one-year period. f this information isnot available, a safety actor of1.25 shall be applied to thebest available data until real time measurements areobtained.f he facility is not in operation during annual riverrunoffs and controlled releases, the current loads may be

adjusted.Operational dates need to be clearly stated in the definition of the terminal operating limits (see Section3102F.3.6).

3103F.5.3.2 Current velocity adjustment factors. naverage current velocity Ve) shall be used to computeforces and moments. If the current velocity profile is

known, the average current velocity can be obtainedfrom the following equation:T

Vc 2 = T f V c f dswhere:Vc =average current velocity (knots)T = draft of vessel

3-14)

Vc = urrent velocity as afunct ion o.ldepth (knots)s = water depth measuredfrom the suiface

f he velocity profile is not known, the velocity at aknown water depth should be adjusted by the factors provided in Figure 31F-3-4 to obtain the equivalent averagevelocity over the draft of he vessel.3103F.5.3.3 Static current loads. The OCIMF [3.13J,the British Standard [3.14J or the UFC 4-159-03 [3.17)procedures shall be used to determine current loads formoored tank vessels.3103F.5.3.4 Sea level rise (SLR). All MOTs shall consider the predicted SLR over the remaining lifeof he terminal, due to subsidence or climate change combinedwith maximum high tide and storm surge. Considerationshall include but not be limited to variation in fenderlocations, additional berthing loads (deeper draft vessels) and any components near the splash zone.

3103F.5.4 Wave loads. When the significant wave period, Ts,is greater than 4 seconds (See Section 3105F.3.l), the transverse wave induced vessel reactions shall be calculated usinga simplified dynamic mooring analysis described below.

The horizontal water particle accelerations shall be calculated for the various wave conditions, taken at themid-depth of the loaded vessel draft. The water partic leaccelerations shall then be used to calculate the wave excitationforces to determine the static displacement of he vessel. The Froude-Krylov method discussed in Chakrabarti'sChapter 7 {3.1BJ may be used to calculate the wave excitation forces, by conservatively approximating the vessel as arectangular box with dimensions similar to the actualdimensions of the vessel. The horizontal water particleaccelerations shall be calculatedfor the various wave conditions, taken at the mid-depth of the loaded vessel draft.The computed excitation force assumes a 90-degree incidence angle with the longitudinal axis of the vessel, whichwill result in forces that are significantly greater than theforces that will actually act upon the vessel from quarteringseas. A load reduction factor may be used to accountfor thedesign wave incidence angle from the longitudinal axis ofthe ship. The overall excursion of he vessel shall be determined for each of the wave conditions by calculating thedynamic response of the linear sprin.g mass system.



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Va:0V\&.Z0a:au>Z0V

MARINE OIL TERMINA

I.S

1.1 "I1,1 ~ - ','.0 I.

0 " - I_ .0..'

" ' o ~

O.t'

0 _I l S 4 , .7 1 IS f . , .. . . . t J S & , J .. , iOt4tll.'MC. lOUt:. lOMe..UII I I . , .1 rolilillf 10 .....I IM IU

wrND DURATiON ,FIGURE 31F-3-3 WIND SPEED CONVERSION FACTOR [3 .12J

I :J . ..I . , --:i- i

10 2030 40 50 60 70 80 9'() 100,. OF VeSSEL DRAfT WHERE. CURRENT VELOCITY V'e ISGNEN

FIGURE 31F-3-4 CURRENT VELOCITY CORRECTION FACTOR p. 23, OCIMF 1997[3. 13J



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M RINE OIL TERMINALS

3103R5.5 Passing vessels. When required in Section3105F.3, the sway and surgeforces, as well as yaw moment,on a moored vessel, due to passing vessels, shall be established considering the following:1. Ratio of ength ofmoored vessel to length ofpassingvessel.2. Distance from moored vessel to passing vessel.3. Ratio of midship section areas of the moored andpassing vessels.4. Underkeel clearances of he moored and passing vessels.5. Draft and trim of the moored vessel and draft of thepassing vessel.6. Mooring line tensions.

The passing vessel's speed should take into considerationthe ebb orflood current. Normal operating wind and current conditions can be assumed when calculating forces dueto a passing vessel. Either method ofKrieble [3.19JorWang[3.20J may be used to determineforces on a moored vessel.Kriebel's recent wave tank study improves on an earlierwork ofSeelig [3.21].JI03R5.6 Seiche. The penetration of long period lowamplitude waves into a harbor can result in resonant standing wave systems, when the wave forcing frequency coincides with a natural frequency of the harbor. The resonantstanding waves can result in large surge motions if his frequency is close to the naturalfrequency of he mooring system. Section 3105F.3.3 prescribes the procedure for theevaluation of hese effects.3103F.5.7 Tsunamis. A tsunami may be generated by anearthquake or a subsea or coastal landslide, which mayinduce large wave heights and excessive currents. The largewave or surge and the excessive currents are potentiallydamaging, especially if here is a tank vessel moored alongside the MOT whaif.

Tsunamis can be generated either by a distant or nearsource. A tsunami generated by a distant source (jar fieldevent) may allow operators to have an adequate warning formitigating the risk by depart the MOT and go into deep water.For near-field events, with sources less than 500 miles away,the vessel may not have adequate time to depart. Each MOTshall have a tsunami plan describing what actions will bepelformed, in the event ofa distant tsunami.Recent tsunami studies have been completed for bothSouthern and Northern California. For the Ports of LosAngeles and Long Beach, one of those recent studiesfocused on near ield tsunamis with predicted return periods

of5,000 to 10,000 years [3.221. These maximum water levels (run-up) would not normally be used for MOT design.However, because the study also provides actual tidalrecords from recent distant tsunamis, it should be used fordesign.

498

The run-up value for Port Hueneme was obtained from anearlier study by Synolakis et al. [3.23J.Run up-values: Port ofLos Angeles and Long Beach = 8ft.

Port Hueneme = ft.For the San Francisco Bay, a recent study provides the

maximum credible tsunami water levels and current speeds.These results are deterministic and are based on the mostsevere seismic sources that could reasonably impact MOTsin the San Francisco Bay [3.24]. Table 31F-3-8 providesvalues for the marine oil terminal locations within SanFrancisco Bay. Water levels could be positive or negativeand current velocities may vary in direction. In order todetermine the maximum run-up at aMOT the largest valuesshould be added to the mean high tide. Further details areavailable in [3.24]. isfoundfroml1d/l1ythe appropriate relationship between ducand damping, for the component underginelastic deformation, to estimate the effe

structural damping, ~ f f In lieu of moretailed analysis, the relationship shown inure 31F-4-3 or equation (4-3) may be useconcrete and steel piles connected to thethrough dowels embedded in the concrete

ff =0.05+ 1- r ~where:

r = ratio ofsecond slope over elastic ssee Figure 31F-4-5)

FIGURE 31 F-4-3RELATION BETWEEN DUCTILITY, la,AND EFFECTIVE DAMPING, ~ f f [4.1]


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508

4. From the acceleration response spectra, create elastic displacement spectra, SD' usingequation (4-4)fo rvarious levels ofdamping.T2S = 2 SA (4-4)4n

FIGURE 31F-4-4DESIGN DISPLACEMENT RESPONSE SPECTRA

5. Using the curve applicable to the effectivestructural damping, ~ f i n d the effective period, Td (see Figure 3 F-4-4).

6. In order to convert from a design displacement response spectra to another spectra fora different damping level, the adjustmentfactors in Section 3103F.4.2.9 shall be used.7. The effective stiffness kecan then be found from:

4-5)

where:M = mass ofdeck considered in the analysis.Td = effective structural period

8. The required strength Fu, can now be estimated by:4-6)

9. F and D d can be plotted on the force-displacement curve established by the pushoveranalysis. Since this is an iterative process, theintersection of Fu and D d most likely will notfall on the force-displacement curve and asecond iteration will be required. An adjustedvalue of D dtaken as the intersection betweenthe force-displacement curve and a line between the origin and F and D d can be used tofind -lLl.

10. Repeat the process until a satisfactory solution is obtained (see Figure 31F-4-5).

DisplacementFIGURE 31F-4-5EFFECTIVE STIFFNESS k [4 1]

3104F.2.3.3 Linear modal demand procedure. Forirregularconcretelsteel structures with moderate or highrisk classifications, a linear analysis is required to predict the global displacement demands. A 3-D linear elastic response analysis shall be used, with effective momentof nertia applied to components to establish lateral displacement demands.

Sufficient modes shall be included in the analysis suchthat 90 percent of the participating mass is captured ineach of the principal horizontal directions for the structure. For modal combinations, the complete quadraticcombination rule shal l be used. Multidirectional excitation shall be accounted for in accordance with Section3104F.4.2.The lateral stiffness of the linear elastic responsemodel shall be based on the initial stiffness of he nonlinear pushove r curve as shown in Figure 3 F-4-6 (also seeSection 3106F.5.1). The p-y springs shall be adjustedbased on the secant method approach. Most of the p ysprings will typically be based on their initial stiffness;no iteration is required.If the fundamental period in the direction under con

sideration is less than To, as defined in Section3104F.2.3.2.3, then the displacement demand shall beamplified as specified in Section 3104F.2.3.2.5.p

PushoverCurve

DisplacementFIGURE 31F-4-6STIFFNESS FOR LINEAR MODAL ANALYSIS



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3104F.2.3.4 Nonlinear dynamic analysis. Nonlineardynamic time history analysis is optional, and if performed, a peer review is required (see Section3101F.6.1). Multiple acceleration records shall be used,as explained in Section 3103F.4.2.10. The followingassumptions may be made:

1 Equivalent super piles can represent groups ofpiles.2. If the deck has sufficient rigidity (both in-planeand out-ofplane) to justify its approximation as arigid element, a 2-D plan simulation may be adequate.

A time-histOl}' analysis should always be comparedwith a simplified approach to ensure that results are reasonable. Displacements calculated from the nonlineartime history analyses may be used directly in design, butshall not be less than 80 percent of the values obtainedfrom Section 3104F.2.3.2.3104F.2.3.5 Alternative procedures. Alternative lateral-force procedures using rational analyses based onwell-established principles ofmechanics may be used inlieu of hose prescribed in these provisions. As per Section 3101F.6.1, peer review is required.

3104F.3 New MOTs. The analysis and design requirementsdescribed in Section 3104F.2 shall also apply to new MOTs.Additional requirements are as follows:1. Site-specific response spectra analysis (see Section3103 F.4.2.3 .2. Soil parameters based on site-specific and new borings(see Section 3106F.2.2).

3104F.4 General analysis and design requirements.3104F.4.1 Load combinations. Earthquake loads shall beused in the load combinations described in Section 31 03F. 8.3104F.4.2 Combination of orthogonal effects. The designdisplacement demand, ::..d' shall be calculated by combiningthe longitudinal, ::..x, and transverse, ::..v, di,splacements inthe horizontal plane (Figure 31F-4-7):

4-7)where:

::.. + 03 ::..xx 4-8)f

a) Pian view

M RINE OIL TERMIN

and ::..y = 03 ::..yx + ::..yy 4orand ::"y= ::"yx+ 03 ::..yy (4-

::..x=03 ::...xy+ ::...xx 4-whichever results in the greater design displacemdemand.

In lieu of combining the displacement demands as psented above, the design displacement demand or margwharf type MOTs may be calculated as:

4-where:::..)' transverse displacement demande =: eccentricity between center of mass and centerigidityL{ = longitudinal length between whaifexpansion

This equation is only validforwhalj'aspec t ratios (lenbreadth) greater than 3.3104F.4.3 p-/). Effects. The P- ::.. effect (i.e., the additiomornent induced by the total vertical load multiplied bylateral deck deflection) shall be considered unless the lowing relationship is satisfied (see Figure 31F-4-8):

V 2 ~ 4-W Hwhere:

V =base shear strength of he structure obtained fra plastic analysisW =: dead load of he frame::..d = displacement demandH = distancefrom the location of maximum in-gromoment to center ofgravity of he deck

For whaif structures where the lateral displacemenlimited by almost fully embedded piles, P- J. effects mayignored; however, the individual stability of the piles sbe checked in accordance with Section 3J07F.2.S.2.

i he landside batter piles are allowed to fail in a Levevaluation, the remaining portion of the whmj' shallchecked for P- J. effects.

FIGURE 31F 4 7PLAN VIEWOF WHARF SEGMENT UNDER X AND Y SEISMIC EXCITATIONS [4.3]



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FIGURE 31F 4 8P-t- EFFECT

3104F.4.4 Expansion joints. The effect ofexpansion jointsshall be considered in the seismic analysis.3104F.4.5 Shear key forces. Shear force across shear keysconnecting adjacent whaif segments, Vs/P approximateupper bound to the shear key force [4.4]) shall be calculatedas follows:

Vsk = 1.5 e/L t )V6Twhere:

4-14)

V ~ = otal segment lateralforce foundfrom a push-overanalysisL z =segment lengthe =eccentricity between the center of rigidity and thecenter ofmass

31 04F. 4.6 Connections. For an existing whmf, the deteriorated conditions at the junction between the pile top and pilecap shall be considered in evaluating the moment capacity.Connection detail between the vertical pile and pile capshall be evaluated to determine whether full or partialmoment capacity can be developed under seismic action.

For new MOTs, the connection details shall develop thefull moment capacities.The modeling shall simulate the actual moment capacityfull or partial) of the joint in accordance with Section3107F.2.7.

3104F.4.7 Batter piles. Batter piles primarily respond toearthquakes by developing large axial compression or tension forces. Bending moments are generally of secondaryimportance. Failure in cmnpression may be dictated by thedeck-pile connection most common type), material compression, buckling, or by excessive local shear in deck members adjacent to the batter pile. Failure in tension may bedictated by connection strength or by pile pull out. p. 3-83of [4.4]).

When the controlling failure scenario is reached and thebatter pile fails, the computer model shall be adjusted toconsist ofonly the vertical pile acting either as a full or partial momentframe based on the connection details betweenthe pile top and pile cap. The remaining displacementcapacity, involving vertical piles, before the secondary failure stage develops, shall then be established see Section3107F.2.8).

51

Axial p z curves shall be modeled. 1n compression, displacement capacity should consider the effectof he reduction in pile modulus of elasticity at high loads and theincrease in effective length for friction piles. This procedure allows the pile to deform axially before reaching ultimate loads, thereby increasing the displacement ductility[4.4].Horizontal nonlinear p-y springs are only applied to batter piles with significant embedment, such as for lands idebatter piles in a whaif structure. Moment fixity can beassumed for batter piles that extend well above the groundsuch as waterside batter piles in a whaifstructure or batterpiles in a pier type structure.

3104F.5 Nonstructural components. This section coversnonstructural components having a significant mass and/or acritical importance to the operability and safety of the MOT.The weight of nonstructural components shall be included inthe dead load of he structure, per Section 3103F.2.3104F.5.1 Contribution to global response. Nonstructuralcomponents including, but not limited to pipelines, loadingarms, raised platforms, control rooms and vapor controlequipment, may affect the global structural response. In suchcases, the seismic characteristics mass and/or stiffness) ofthe nonstructural components shall be considered. If he seis-mic response of nonstructural components is out of phasewith the global structural response, then the mass contribu-tion can be neglected in the seismic structural analysis.3104F.5.2 Seismic loads. In general, for nonstructuralcomponents, the evaluation procedures ofSection 311OF 8are adequate.

For pipelines, the seismic analysis shall be pei formed inaccordance with Section 3109F.3, in lieu of Section3110F.8./fpipeline analysis has been peiformed and sup- IIport reactions are available, they may be used to detenninethe forces on the support structure.

A pipeline segment under consideration shall extendbetween two adjacent anchor points. A simplified pipelineanalysis may be used when the relative displacementdemands ofanchor points are considered. As an option, afull nonlinear time-history analysis can be used to capturethe nonlinear interaction between the structure and thepipeline.3104F.5.3 Nonstructural critical systems assessment. A IIseismic assessment of he survivability and continued operation during a Level 2 earthquake see Table 31 F-4-2) shallbe peiformed for critical systems such as fire protection,emergency shutdown and electrical power systems. Theassessment shall consider the adequacy and condition ofanchorage, flexibility and seismically-induced interaction.For existing systems, seismic adequacy may be assessed per~ ~

104F.6 Symbols.e Eccentricity between center o

california building code motems 2014

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