Supplemental Information Cable Ferry Route 21. Topics Approval
Supplemental Information Cable Ferry Route 21. Topics Approval Process & Timelines Engineering Parameters Cable Design Criteria Vessel Design Crew Size ~ Minimum Safe Manning Marine Traffic (Baynes Sound) Cable Ferry Statistics Examples of Large Cable Ferries Home Porting ~ Emergency Support Business Case Financials Independent Review February 8, 2020 2 Approval Process & Timelines Key Events
CEAA/NWPA/ILMB Approvals Aug Nov 2011 Employee/Public Information Sessions Sept Dec 2011 ASP Process Nov 2011 May 2012 Design & Tendering Dec 2011 Nov 2012 Project Review/Approval (SEMC/Board) June Sept 2012 Section 55 Application July - Aug 2012 Decision to Proceed Sept 2012 Construction (Vessel + Berths) Dec 2012 Dec 2013 Set-to-Work, Test/Trials & Training Jan 2014 Mar 2014 Cable Ferry In-Service Apr 2014 February 8, 2020 3 Engineering Parameters Wind Data: Based on 2008 data from Chrome Island correlated with Historical Data from Ballenas (1994-2008), wind speed/direction/duration Use of Chrome Island site will be conservative for Baynes Sound based on observed 2008/09 data From Report BCF-012 (Oceanic Consulting/Triton Consulting Ltd.): Chrome Island Wind Data:
Return Period Annual From North Sectors 37.3 knots From South Sectors 41.8 knots 50 Year (30-sec gust 49.2 knots) 49.2 knots (30-sec gust 55.2 knots) 48.8 knots (30-sec gust 64.9 knots) (30-sec gust 64.3 knots) Where: Annual = value seen once per year 50 Year = 50 Year Return, value seen once every 50 years February 8, 2020 4 Engineering Parameters Wave Data: Based on data collected in Baynes Sound by Wave Buoy Data on Wave Height, Period (frequency), and direction collected from 18 November 2008 to 12 March 2009 see time data plots from Report BCF-016 Extrapolated to Extreme Values, correlated with measured data due to long measurement period (4 months) Wave heights limited to short fetch in channel, no significant swell, wave periods short (< 6 seconds) Also: current due to tide noted as ~ 1 knot maximum. February 8, 2020 5 Engineering Parameters Environmental Design Criteria: Based on the data collected in 2008-2009 extrapolated to extreme values Parameter:
Notes: Avg. Sig. Wave Height: 0.1m - 0.6 m Moderate wave climate Avg. Sig. Wave Period: 2.0-3.0 s Short waves, no fetch, important for roll response 1.24 m Acceptable for cable ferry service, use to define freeboard requirements Operating Wind Speed: 42.0 knots (sustained) 55.0 knots (30s Gust) Use for standard operating performance with substantial safety margins Design Extreme Wind Speed: 50.0 knots (sustained) 65.0 knots (30s Gust) Extreme design conditions get home Max. Wave Height: Environmental Conditions: Protected waters with wind and cross currents Cable Design: Drive and Guide Cables to be identical, designed to: Operating Wind Speed for standard operations sized with appropriate safety margins; for fatigue and maintenance procedures Design Extreme Wind Speed ensure that strength is not exceed with reduced safety margins; also design of the cable braking system. Engine Specification: One (1) primary and one (1) stand-by prime mover driving the cable system. The transit speed in Operating (normal) conditions can be achieved with one prime mover. For extreme conditions, two engine operations are permitted and expected. February 8, 2020 6
Engineering Parameters RIDE QUALITY ISSUES Description/Factors Mitigation/Mitigating Factors Operating Conditions: Dominated by broadside winds; sea conditions comprise short high frequency waves, no significant swell Typical of cable ferry operations Ferry Response: The key motion parameters are roll, pitch, and heave. Other motions are constrained by the cable system. (1) Roll Response can cause slips or falls; and can contribute to sea sickness. (a) Ferry parameters and/or stability characteristics can ensure the natural roll period of the vessel is away from the most probable wave periods (in this case 2-3 seconds). (b) Foils or skegs may mitigate roll. (2) Pitching Response ferry could scoop a large wave onto the deck. can cause slips or falls; and can contribute to sea sickness. (a) Waves generally on the beam, pitching unlikely. (b) Ferry hull much longer than prevailing wave lengths. (c) 3 cable system provides pitch restraint at both ends. (3) Heave Response impact passenger comfort and may limit the capability of the ferry to dock. (a) Higher displacement vessels require more energy to generate a heave response (b) 3 cable system provides physical contact to the dock and constraint at both ends of the ferry Spray Exposure: Waves striking the ferry may generate spray that could carry up in the wind on to the car deck. (a)
February 8, 2020 (b) Cable Ferries do not generally have a rub strake that can act as a spray interceptor. The bulwarks on the ferry can be raised to ensure spray is kept clear of the decks, but there is a tradeoff with windage. 7 Cable Design Criteria CABLE LENGTH ISSUES Note: Actual Length = 1900m (pier to pier) Description/Factors Mitigation/Mitigating Factors Normal Operation: Cable - 1900m from dock to dock; water depths vary from 20-60m; generally sandy bottom; cable pretensioned. Length has no effect; cable is lifted and dropped by segment as a function of water depth (No different than any other cable ferry operation). High Winds: If wind load on ferry exceeds the pretension force + weight of cable, the ferry will move off centre, leading to the following risks: (1) Cable scour on bottom, wear on cable where cable contacts with bottom (a) (b) (c) (2) Higher loading on cable (a) (b) (c) February 8, 2020 Channel bottom sandy, with negligible sea life (CEAA) Design margins on cable, material selection to account for wear 3 cable system provides redundancy Design margins on cable, material selection to account for wind loads, 1 in 50 year event 3 cable system provides redundancy Ferry to be designed to manage cable from oblique
angles with sufficient power margins 8 Cable Length February 8, 2020 9 Vessel Design Description/Factors Mitigation/Mitigating Factors Larger size/increased displacement relative to comparable Cable Ferry designs (e.g. Needles Ferry) leading to: (1) Increased mass (displacement) + entrained water to accelerate and decelerate; increased load on cable system and machinery (Note that increased mass reduces heave response) (a) Avoid exceeding current design practice by any significant margin; (b) Optimize hull/structure to minimize weight, reduce drag (location of machinery) (c) Invest in design process (model tests, computer simulations) (2) Increased windage, resulting in more lateral load on the cable system; increased load on cable system and machinery (a) Avoid exceeding current design practice by any significant margin; (b) Invest in design process (wind tunnel tests, computer simulations) (3) Increased fuel consumption resulting from factors (1) and (2), leading to higher emissions (a) Avoid exceeding current design practice by any significant margin; (b) Evaluate power transmission systems for maximum efficiency (c) Use of LNG (4) Increased size increases demand on crew during loading and emergency duties (a) Conduct risk assessments to define critical duties and resultant crew profile (b) Develop/modify vessel arrangement to accommodate crew profile (c) Implement/Innovate with communication technologies & emergency equipment (d) Develop comprehensive training program
February 8, 2020 10 Minimum Safe Manning Estimating Accuracy Pax BCF TC Vessel Level Estimate Approval 2052 48 48 Spirit of BC 2052 48 48 Spirit of VI 1571 33 33 C. Celebration 1571 33 33 C. I nspiration 1571 33 33 C. Renaissance 1171 22 22 Alberni 1460 34 34 Coquitlam 1460 34 34 Cowichan 1460 34 34 Surrey 1460 34 34 Oak Bay 1303 29 29 New West
879 25 25 Burnaby 973 27 27 Nanaimo 445 12 12 Capilano 450 12 12 Cumberland I s. Sky 450 12 12 392 8 8 Bowen Q 392 8 8 Powell River Q Mayne Q 392 8 8 292 6 8 Howe Snd Q February 8, 2020 Vessel Quinitsa Quinsam Skeena Kahloke Klitsa Kuper Kwuna Nimpkish Mill Bay N. I s. Princess Quadra Q. I I Tachek Tenaka N. Adventure N. Expedition
504 40 40 Results: 35 / 37 Submissions correct. 11 Predicted Crew Complement Activity # of Crew Normal Operation 2 Operator Patrol Individual Restricted Visibility 3 Operator Lookout Patrol Individual Ambulance Run (transit) 2 Operator Patrol Individual Normal Operation (loading/unloading) 3 Operator Car deck Inshore Loader Car deck Offshore Loader Normal Operating Procedures Activity Emergency Operations February 8, 2020 Remarks # of Crew
Remarks MOB 3 Operator Rescue boat Rescue Boat Fire 3 Operator Passenger Control Passenger ControlLSA Prep Abandonment 3 Operator Passenger Control ESS Operator 12 Marine Traffic (Baynes Sound) Transport Canada Marine Communications & Traffic Services (MCTS) reports the following: Baynes Sound (Sector 4 traffic management area) is not a primary passage; majority of marine traffic takes place between Hornby and Texada Island. Most of the vessels calling in for the Baynes Sound area are: military training vessels, CCG vessels, tugs and barges, with few fishing and pleasure vessels Peak season traffic: 2009: June 9 calls, July 16 calls, August 23 calls 2010: June 8 calls, July - 24 calls, August 8 calls *commercial vessels, fishing vessels over 20m and pleasure vessels over 30m February 8, 2020 13 Cable Ferry Comparison Crossing Length (m) Vsl Length (m) Car Capacity
Marine XTraffic Denman Island Rte 21 1900 75 50 Low River Hurst Ferry, Lk. Diefenbaker SK. 1500 36 18 Low Bergo, Finland 1116 37 21 Low Keistio, Finland 1600 27 10 Low 950 49 36 Low Poole Hbr, Dorsey, UK
1000 74 48 High River Tamar, Devon 1000 85 73 High Westerhusen, Elbe River, Germany 100 27 4 Very High Caputh Ferry, Havel River, Germany 100 22 8 Very High Route Vartsala, Finland February 8, 2020 14 Examples of Large Cable Ferries Connects Devon and Cornwall, UK
73 cars 85 meters long 1000 meter route High marine traffic zone Torpoint Ferry Poole Harbour, Dorset, UK 48 cars 74 meters long 1000 meter route High marine traffic area Bramble Bush Bay Ferry February 8, 2020 15 Home Porting ~ Emergency Support Stage Quinitsa @ Denman West (min). Cable Ferry @ Buckley Bay (min) Variance 6 Crew
3 Crew First Alert - - Notify & verify available crew 4 2 -2 Crew prep & travel to ship 15 30 15 Start up vessel 20 5 -15 CF prep for depart Buckley, depart 0 1 1 CF transit to pick up berth and secure 0 8 8 Ramp down, ready to load 1 1
0 Load, secure, depart berth 1 1 0 Transit to Buckley Bay 10 8 -2 Secure and discharge 2 1 -1 Total time 53 57 4 "-" means CF takes less time February 8, 2020 16 Business Case Financials Impact of Number of Crew on Feasibility of Cable Ferry $ NPV Route 21: 40-Year NPV Cable Ferry vs Conventional Ferry Quinitsa 6 Crew 0 1 2
3 4 5 6 7 Cable Ferry Crew No. Even when crew savings are excluded, Cable Ferry is more cost effective than conventional service February 8, 2020 17 Independent Expert Review We have heard the communitys concerns regarding BC Ferries current conclusions. BC Ferries has retained an independent expert to review all aspects of the feasibility study. Mandate: Review all data and information generated in the feasibility process. Evaluate BCFs conclusions; report any gaps in the information. The report is due in December. The report will be made public. February 8, 2020 18
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