MK_FSC_SOW-A_DA.docx

Various Base Improvements at MK Air Base, Romania

Fuel Storage Capacity

35%-Design

DESIGN ANALYSIS

3 April, 2017 05 July 2017

Prepared for:

US Army Corps of Engineers

Fuel Storage Capacity at MK Air Base, Romania

General Project Description The purpose of this project is part of an effort to provide Various Base Improvements on the Mihail Kogălniceanu (MK) Air Base in Romania. The efforts will be split into three individual Design-Build (D-B) Request for Proposal (RFP) Packages, each consisting of various objectives:

Currently there is no Master Plan in place for the MK Installation; the infrastructure is not yet developed. It is expected that the road work and utility connections, e.g. water, storm water, electricity, etc. are already built as part of the Multimodal Improvement project and fully functional before project start. However since further projects are being developed and built parallel to this project, such as the Multimodal Improvements, Cargo Apron, and the NATO Security Investment Program (NSIP) project (NSIP is not part of this contract), the D-B Contractor will be required to closely coordinate the design and construction with the Government, local authorities and adjacent projects and to check and revise all of the assumptions made as part of the attached 35%-Design.

This RFP Package contains the design parameters for a Fuel Storage Capacity on a 35%-Design (Concept Design) level; it is based on the applicable laws and regulations and on user information provided to date. The Multimodal Improvements and the Cargo Apron will be separate contracts.

The purpose of these documents is to assist the contractor in estimating the level of effort required for the project. The goal is to design and build a project which shall meet the user’s requirements and comply with the all applicable building, health and safety as well as Host Nation (Romanian) and US Army codes and regulations.

Project Priorities / Phasing Since no Master Plan is in place for the installation and all of the objectives of the Multimodal Improvements, Cargo Apron and Fuel Storage Capacity projects (only the Fuel Storage Capacity is part of this contract) share one infrastructure (roads and utilities), but will be awarded and executed independently the assumed phasing of the projects is described hereafter. The contractor will be required to closely and continuously coordinate the design and construction with the Government, local authorities and adjacent projects and to check and revise all of the assumptions made as part of the current 35%-Design.

In order to ensure the required utilities are in place before completion of each project it is assumed that the projects will be awarded, designed and constructed hand-in-hand. The completion of the Railhead and Utilities infrastructure shall have Priority 1. Within the Multimodal Improvements – the design and construction of the utilities and roads and Railhead shall have priority, followed by the Ready Building (Priority 2). The Cargo Apron shall have Priority 3, but it is expected to be completed in approximately the same time as the Ready Building in order to ensure complementary functionality. The Fueling Area shall be Priority 4, but shall be started as early as possible after completion of the utility and roadwork provided with the Multimodal Improvements project.

Priority 1: Multimodal Improvements – Railhead Area and Utilities Infrastructure

· Design and Construct new road and utilities, including a new retention basin on the TFOS (southwest of the roundabout)

· Design and Construction of the Railhead.

· Design and Construct new Transformer Station and Backup Generator on the Ready Building project site. Optionally provide an additional Backup Generator for the projects. The new Transformer Station shall be capable to accommodate in a dedicated room, a main distribution board MDB.T from which the low voltage installation will be distributed to each project. In the same space a 4P automatic transfer switch ATS will be provided.

· Design and Construct new electrical network (manholes and conduits) for low voltage LV and security systems SS, from the Multimodal Improvement project sites and from the connection points at the Cargo Apron and Fuel Storage Capacity project sites to the new Transformer Station on the Ready Building project site;

· Design and Construct new electrical network (manholes and conduits) for medium voltage MV feed lines from the new Transformer Station to a manhole located near (s/w of) the roundabout and from there directly buried to an existing electrical sub-distribution on the TFOS (south of the roundabout) or optionally the PFOS. At the time of this 35%-Design it is not known which of the sub-distributions can be utilized. The use of the Sub-Station on the PFOS requires an easement to be in place for the land along the connecting road. The connection either to PFOS or TFOS may require an upgrade of the existing electrical substation.

· Connect the MV lines to the existing transformer station ETS1 or ETS2. After the completion of works for the MV lines, the new transformer station NTS should be completely functional. The approximate length of the MV lines from the last manhole in SW of the roundabout to ETS1 is around 320m and to ETS2 is around 600m.

· Design and Construct new optical fiber connection to Ready Building and to Railhead Area. The optical fiber cables will use the conduits provided along the road, and the connection to an existing splitter is indicated to be made from the Operation Building in the South of the new Cargo Apron.

· Design and Construct new sewer network from the Multimodal Improvements project sites to the existing network on the TFOS south of the roundabout.

· Design and Construct new potable water network from the Multimodal Improvement project sites and the Fuel Storage Capacity project site to a manhole located near the roundabout and from there to the existing network on the TFOS south of the roundabout. Optionally the new potable water network shall be connected to the existing network on the PFOS.

· Design and Construct new storm water network from the Multimodal Improvements project sites to the newly constructed retention basin on the TFOS (southwest of the roundabout)..

· Design and Construct new fire protection network (hydrants, piping) from the Multimodal Improvements project sites to the connection point at the Cargo Apron project site; Design and Construct new pump station and storage tank on the Ready Building storage site.

Priority 2: Multimodal Improvements - Ready Building Area

· Design and Construction of the Ready Building incl. all functions described in this Design Analysis

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points.

Priority 3: Cargo Apron

· Design and Construction of a Cargo Apron. It is expected that the Cargo Apron and the Ready Building will be completed at approximately the same time.

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points, including new cabling in the existing conduits that were installed under Priority 1 phase – Utilities infrastructure.

Priority 4: Fuel Storage Capacity

· Design and Construction of a new fuel storage facility with fuel storage capacities for 1,893M Liters (500.000 Gallons) each.

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points, including new cabling in the existing conduits that were installed under Priority 1 phase – Utilities infrastructure.

Project Objectives (Fuel Storage Capacity) The fuel farm design incorporates the required 1,000,000 gallons storage, two refueler loading positions and the fuels operation building.

FSC-1: Fuel Containment System Aboveground storage tanks are used in support of direct fueling and/or tank truck fueling of aircraft using JP 4/5/8. The US Army has not established criteria for this facility, but fuel storage requirements are based on government-furnished figures and the U.S. TRANSCOM mission. The requirement is for two aboveground, 500,000-gallon (1,893M liter) tanks.

Fuel Receipt The proposed method for receipt of fuel is via a drop tank for gravity flow of fuel from a delivery tank truck and two rail cars. There will be two rail car and one tank car connections that will be manifold to a single 100 mm fill pipe. Each connection will have a vacuum/pressure rated fueling hose, dry break connection, sight flow indicator, isolation valve, thermal relief valve and a check valve installed. Check valves will be installed to prevent the fuel levels from equalizing when the multiple fueling offloading operations are occurring. The rail car connections are spaced 18.29 meters apart to facilitate two railcar positions. The 100 mm fill pipe will fill a 151,200 liter double wall steel UL 58 underground tank. The underground tank will have a three layer epoxy internal coating and a protective exterior fiberglass coating. Grounding will be provided at the offload stations in accordance with UFC 3-460-1 requirements. The underground tank will have two 900 mm manways (one with an internal ladder), a pressure vacuum vent, (low level, high and high-high level alarms), containment sumps with manhole extensions, Two 37.8 L/S API 610 vertical turbine pumps, automatic tank gauging, tank overfill protection, a manual sump, manual level gauge and an interstitial leak monitoring sensor. The drop tank is to be located 7.6 meters from the existing rail spur that currently serves for fuel receipt.

There will be two 37.8 L/S vertical turbine pumps installed. Only one pump will operate at a time during normal operation. Each pump will contain a 150 mm wafer check valve, a 100 mm pressure relief, and isolation ball valves at the pump discharge. The two pumps will manifold aboveground to a single 6” receipt carbon steel pipeline. On the manifold there will be a pressure gauge and a flow switch. EFSO push button stations will be provided in accordance with UFC 3-460-01 requirements. The aboveground carbon steel piping will be externally coated with a 2 part epoxy coating and internally lined with a fusion bonded epoxy coating. The underground piping will contain a 2- layer extruded polyolefin coating and internally lined with a fusion bonded epoxy coating. The 150 mm receipt piping will be routed underground from the 150 mm pump discharge of the 151,200 underground tank to the inbound filtration located at the pump pad. A double block and bleed plug valve with an isolation flange kit will be installed where piping transitions from aboveground to belowground at the underground storage tank location and at the inbound filtration station. The underground piping will be sloped at a minimum of .5% and a low point drain pit will be provided. The underground piping will be protected by an impressed current cathodic protection system to prevent corrosion. Spill containment will be provided at each railcar offload position area, receipt pump area and the fuel truck offload area. Each containment area will be piped to a 9.14 M x 9.14 M x1.9 M deep (158500 Liter capacity) concrete containment tank via a 150 mm drain pipe. The concrete containment tank will be piped to an 8-inch normally closed plug valve that will be manually opened and a 15,900 Liter oil water separator. The effluent will be piped to the sanitary sewer or storm drain system.

The receipt filtration will consist of two 37.8 Liter/second horizontal filter separators, Each filter separator will be constructed to the ASME Boiler Pressure Vessel Code a design pressure of 1723 KPa and EI 1581. Each Filter separator will be internally coated with a three layer epoxy coating, and exteriorly coated with a 2 part epoxy coating. Each Filter Separator will contain a manual drain, slow fill connection, 25 mm automatic air vent with a 25 mm check valve, a pressure relief valve, isolation valve, a water detection float to indicate a high water level in the sump and fuel sampling probes on the inlet and outlet connections. Each manual drain will be piped to gravity drain to a 4,000 liter product recovery tank to accommodate maintenance. On the outlet on each receipt filter separator will be a 150 mm filter separator control valve to control the flow of the receipt pump. Only one filter separator will be required to be in use during the operation. The receipt piping will manifold to a single 150 mm carbon steel aboveground pipeline and will be routed to a 100 mm positive displacement meter then routed to the tank storage area through the berm area via a 250 mm coated carbon steel casing. The casing will have end seals on each end. The 150mm inbound fill pipeline will be then be routed to each 12,000 barrel tank located in the fuel storage area. Each fill connection at the tanks will contain two 150 mm double block and bleed valves (The DBB plug valve on the tank will have limit switches to verify the valve positions), Thermal relief valves, and a high level control valve. The high level control valve will hydraulically stop the flow of fuel when the tank reaches a high-high level. Additionally there will be a normally closed 50 mm bypass on the receipt line to provide a slow fill when filling the 12,000 bbl tanks when the liquid level is below the diffuser inlet.

Fuel Receipt Operation The tank car and tank truck will be gravity offloaded via a 4” fuel hose into the 151,200 liter underground tank. Upon a high (90%) product level in the tank one of the vertical turbine pumps (FP-1, FP-2) will automatically turn on. The vertical turbine pump will continue to pump until the following conditions.

· Fuel pump is manually turned off

· An emergency Fuel Shutoff alarm is activated

· No Flow alarm on the flow switch

· A low level alarm occurs at a 15% level The vertical turbine pumps will be interlocked with the fuel transfer pump at the product recovery tank to ensure both are not operating at the same time.

Storage Tank Area There will be two aboveground fuel storage tanks that will be 12,000 barrels capacity each and designed in accordance with AW 78-24-27 (Standard Fuel Systems: Aboveground Steel erected tanks with floating pans and Fixed Roofs) and API 650. The field erected tanks having a coned down bottom and a cone roof. The tank bottom will be catholically protected with an impressed current system. Each tank will be internally coated with a three layer epoxy internal coating system designed for aviation petroleum systems and externally coated with a 2 part epoxy coating system. Each tank will be fitted with a 150 mm fill nozzle with inlet diffuser, 250 mm suction nozzle with internal suction piping, Tank Vent sized for Fill and Suction rates, two 900 mm shell manways oriented 180 degrees from each other, independent (Low-low, Low, High and High-High level Alarms), one 250 mm roof nozzle for automatic tank gauging, an internal ladder, Four 600 mm roof inspection hatches, internal floating pan with a double wiper seal, an external ladder on the exterior of the tank with handrails and toe-boards, one 25 mm water draw off nozzle for the product saver tank, one 50 mm product return line for the product saver tank, one 250 mm roof nozzle with stilling well for fuel sampling, one 200 mm with stilling well for temperature and water bottom sensor, railing with toe-boards on the tank roof, a bolted cover on the roof for internal pan removal, and two 900 mm roof manway which are oriented 90 degrees from the Shell manways. A 55 gallon stainless steel fuel saver tank will be provided at each tank. The fuel operator will open a 25 mm normally closed valve on the inlet to the fuel saver tank and fuel will gravity feed from the sump of the tank to the product saver tank. The centrifugal motion of the fuel separates the water from the fuel as it enters the fuel saver tank. The operator will close the valve when the product saver tank is close to full. The operator will drain the water out of the sump, and turn on the water saver pump to transfer the fuel back into the tank through the 50 mm product return line. The water saver pump will also be piped to test the high/high-high level alarms, and the high level control valve float. In addition the low-low, low, high, and high-high level alarms will be accessible from the external ladder for maintenance.

The normal operation of the tanks is to designate one tank as the issue tank and the other as the receipt tank. The tank designated as the receipt tank is unused after receipt of fuel for a period of 1-hour per foot of tank height to allow product settlement for removal of water and particulate. The settlement time for each tank equals 40-hours. All fuel being loaded onto refuelers will come from the designated issue tank. Once the issue tank fuel level drops to a low level it will then be designated as the receipt tank and the previously designated receipt tank will then become the issue tank.

Storage Tank Secondary Containment Both 12,000 BBL Tanks will be located within a concrete containment berm and will be designed in accordance 40 CFR Part 112 and NFPA 30 to accommodate one full tank volume and a 25 year storm event. The height of the berm is approximately 1.21 meters high. The containment berm will contain an HDPE liner underneath. The containment area will be piped via an 8” drain to a normally closed plug valve where drainage will gravity flow through a 15,900 Liter oil water separator. The effluent will be piped to the sanitary sewer or storm drain system

FSC-2: Aircraft Fuel Truck Load / off-load Facility

Refueler Loading/Tank Transfer There will be a total of two truck refueler stations. Each truck refueler station will contain a 150 mm isolation plug valve, a 40 mesh strainer with differential pressure gauge, a 100 mm truck control valve (with electric deadman), a 100 mm positive displacement meter, two 100mm meter prover connections, a 100 mm truck loading arm with a API pressure fueling coupler, thermal relief valves, pressure gauges, a remote on/off switch, EFSO pushbuttons, a static grounding reel, fuel sampling probe and grounding/overfill protection. Additionally, there will be a 100 mm return to bulk connection at each refueler station consisting of a 100 mm adaptor, a 100 mm check valve, a sight flow indicator, and isolation valves. The 100 mm return to bulk line will tie-in to the inlet of the inbound filtration. EFSO push button stations will be provided in accordance with UFC 3-460-01 requirements.

The refueler loading stations will be fed from the pump pad via a 200 mm line. The pump pad consists of three 200 mm strainers with differential pressure gauge, Isolation ball valves, three 37.8 liter/second vertical inline API 610 centrifugal pumps with three 100 mm pressure relief control valves, Three 150 non-surge check flow control valves, thermal relief valves three 37.8 liter/second EI 1581 filter separators, three 150 mm filter separator valves with electric solenoids, flow switches, pressure gauges. The pad also has the ability to transfer from one 12,000 barrel tank to the other or it can provide tank recirculation. The pump pad is supplied by a common 250 mm suction line which is routed to both 12,000 bbl tanks. Each 250 mm tank nozzle has a double block and bleed plug valve with limit switches, check valve and a thermal relief valve. The suction line penetrates the concrete tank berm with a 350 mm casing. The casing will have end seals at each end. The filter separators on the pump pad will have the same functions as discussed in the fuel receipt section.

Each loading position and the pump pad will have secondary containment and will be piped to a 3.02 Mx4.57 M x 1.97 M concrete containment tank via a 150 mm drain line to handle the volume of fuel for an R-11 refueling truck and a 25 year rain event in accordance with NFPA 30 and 40 CFR Part 113 requirements. The concrete containment tank will be piped to an 8-inch normally closed plug valve that will be manually opened and an 11,340 Liter oil water separator. The effluent will be piped to the sanitary sewer or storm drain system.

Truck Loading Operation(s) The following procedure is for loading refueler(s):

a. Connect grounding reel, and grounding and overfill protection plug to refueler

b. The Truck loading arm will be connected to the refueler

c. The deadman will be depressed.

d. Start the corresponding fuel pump with a local on/off pushbutton at the refueler station.

e. The corresponding pump and filter separator flow control valve will energize to open.

f. The fueling pump will continue to operate till the following occurs

1. Low level in issue tank (T2-T3) occurs

2. Flow switch on the corresponding pump indicates a no flow condition

3. Ground Fault

4. Overfill alarm on the refueler truck

5. Emergency fuel shut off alarm

6. Pump is manually turned off.

g. Upon pump shutdown pump will turn off and the corresponding filter separator valve will de-energize to close

Tank Transfer Operation

a. The appropriate fill and suction isolation valves on Tanks (2,3) will be in proper position to conduct transfer

b. The 150 mm normally closed crossover valve connected the 200 mm pump discharge line will be opened.

c. Pump(s) FP-3-5 will be started via/ a manual on/off pushbutton station located at the pump pad

d. Upon pump start up (FP-3-5) the Corresponding Filter Separator control valve will energize to open.

e. Pump(s) FP 3-5 will continue to pump until the following

1. Low level alarm in issue tank (T2-T3) occurs

2. Flow switch on the corresponding pump indicates a no flow condition

3. High-High alarm on receiving tank

4. EFSO alarm

f. Upon pump shutdown pump will turn off and the corresponding filter separator valve will de-energize to close.

Product Recovery Tank There will be a 4,000 liter product recovery tank that will receive thermal relief piping, filter separator drain and automatic vert piping on the filter separators and strainers. The product recovery tank will be a double wall UL 142 tank that will be internally coated with a three layer epoxy internal coating system designed for aviation petroleum systems and externally coated with a 2 part epoxy coating system. The product recovery tank will be recessed in a pit to allow the filter separators and thermal relief system to gravity drain. The product recovery tank will contain two emergency vents, a pressure vacuum vent sized for fill and dispensing rates, automatic tank gauging, independent high high/high and Low level alarms, a 750 mm manway, one 559 mm manway, a 100 mm fill with a overfill protection control valve, a 3.15 Liter/second vertical turbine pump, manual tank level gauge, external ladder with platform, one 200 mm gauge hatch with drop tube within 3 inches of the tank (sump), and an interstitial monitoring sensor. The fuel transfer pump will have a 50-mm discharge will have a flow control non surge control valve, a 50-mm check valve and a flow switch. The discharge piping will be piped to the inbound filtration piping on the inlet of the filter separator.

Product Recovery Operations The filter separator drain, thermal relief and vent piping will gravity fill the product recovery tank. Upon a high (90%) product level in the tank the vertical turbine pumps (ftp-1) will automatically turn on. The vertical turbine pump will continue to pump until the following conditions.

a. Fuel pump is manually turned off

b. An emergency Fuel Shutoff alarm is activated

c. No Flow alarm on the flow switch

d. A low level alarm occurs at a 15% level

The fuel transfer pump will be interlocked with the Fuel transfer pump to ensure both are not operating at the same time.

Cathodic Protection The inbound pipeline and the aboveground storage tank will both be cathodic protected with an impressed current system. The impressed current system will be designed in accordance with UFC 3-570-02N Electrical Engineering Cathodic Protection. The inbound pipeline will be provided with isolation flange kits at each end of the pipeline to provide proper isolation to prevent the cathodic protection system from short circuiting. Anode beds and Rectifiers will provided for each system, as well as, inspection test reference cells.

FSC-3: Operations Building An operations building shall be constructed in support of the aircraft fueling system at MK Air Base. This building shall provide space for all testing and administration activities required for the Fuel Area operations. The scope and size of the building is in accordance with guidance provided during the planning charrette. The building will include two workspaces and a locker and break room space for 10 drivers and fuel specialists. In addition, the building will include a fuel test laboratory.

FSC-4: Fuel Truck Parking Area The fuel truck parking area will be provided with a rigid pavement from concrete with enough parking positions that are designed large enough to allow safe maneuvering.

All other movement areas of the trucks will be provided with a flexible pavement from asphalt.

Site Utilities and Infrastructure Each of the objectives to be developed under the Multimodal Improvements contract for Various Base Improvements on MK Complex will need to be connected to all utility systems in order to ensure the required functionality. New utility systems supporting the proposed objectives are required in order to fulfill this expectation.

In this respect, following the route of the current farm trail leading from the south to the north of the TFOS (Temporary Forward Operating Site) a new access road for heavy vehicle traffic will be built. This will connect to all the new objectives presented in the Project Description section.

It is expected that by the time the construction of the Fuel Storage Capcity will begin, all main road and utilities infrastructure networks will be in place. Therefore, it is expected that the D-B contractor assigned to the Fueling Area will only design and build the necessary road and utility connections up to the main infrastructure lines that will ensure the project’s full functionality.

Project Location

Fuel Storage Capacity All three objectives of the Fuel Storage Capacity are located together in the TFOS compound, approximately 220m west of the airport runway. The future Fuel Storage facilities will be neighboring the expected Multimodal Improvements projects development to the north (the Railhead) as well as to the south (the Ready Building). The Multimodal Improvements are also part of the Various Base Improvements on the MK Complex Project Data

Operations Building

* TOFFL

= Top of finished floor

Containment for Bulk Fuel and Truck Load / off-load Stands Not applicable.

Room Program / Area Comparison The following area requirements were prescribed by the Client; they shall not be exceeded, nor reduced by more than 25%:

FUEL STORAGE FACILITY

Qty.(imperial)

DD1391

Qty.(metric) Base Bid Qty.(metric)

Building Classification / Use and Occupancy Classification

Operations Building U.S. Code

As described in the UFC 3-600-01, most building classifications will be made in accordance to either the NFPA 101 or the IBC. As UFC 3-600-01 indicates, the IBC prevails in regard to occupancy.

The Operations Building design follows the procedures and operations described in the Executive Summary – Booklet A, Contingency Standard Design.

Current occupancy numbers provided by the Client and/or assumptions:

According to the information provided by the Client, as well as the discussions held during the Planning Charrette, the peak occupancy varies between 10-12 visitors (maximum 10 drivers and 1 lab expert) and 2 additional office staff. Given this information, the building classifies as a Low occupancy building ((Building routinely occupied by fewer than 11 DoD personnel or with a population density of less than one person per 40m²)

Local Romanian Code According to the Romanian norms, the building is classified as follows:

· Clasa de importanță – III, construcție de importanță curentă (Importance class – III, current importance building class according to the P100/2013)

· Categoria de importanță – C, clădire de importanță normală (Importance category – C, normal importance building category according to the Regulamentul privind stabilirea categoriei de importanță a construcțiilor din 21/11/1997).

The importance category for the building is established by the Designer at the Client’s request. C category buildings have basic functions whose impact if not provided does not imply major risks for neighboring areas.

Containment for Bulk Fuel and Truck Load / off-load Stands

Design Charrette Meeting Basic design guidelines were determined in several steps and in coordination with the participants from USACE, MK Air Base US and RO representatives, as well as the RFP package Designer. In the course of planning a few important parameters were set.

The below layouts explain the development of the approach to the three projects and how they interact and affect each other.Planning charrette layout

Image: Planning charrette layout

Image: Design charrette layout The final site layout following the design charrette has brought functional improvements to the previously defined planning charrette approach.

The Fuel Storage Capacity has been significantly relocated to improve operational efficiency. Fuel cargo that enters the site via rail can be easily pumped into the bulk tanks from this location, while the fueling of aircrafts is also facilitated with the Cargo Apron in the proximity. Moreover, the relocation of the Fuel Parking adjacent to the other three objectives eliminates superfluous refueler vehicle traffic.

Sustainability LEED (Operational Building) Not applicable

Acoustics / Sound Proofing To modulate the interior noise level, provide equipment and materials with good acoustical, noise reducing characteristics throughout the facility.

The requirements of the UFC 1-200-01 DoD Building Code (General Building Requirements) must be considered.

Accessibility Given that the project envisions a new building, the provisions of the ADA/ABA guidelines must be fully applied. Moreover, since the Romanian NP 051-2012 ( Normative for the accessible adaptation of buildings and public space) and the ADA/ABA Guidelines offer different approaches to this thematic and are therefore non-comparable to some extent, the ADA/ABA will be followed.

Anti-Terrorism and Force Protection (AT/FP) The Operational Building is considered a low occupancy building and is therefore exempt from all provisions of the AT/FP standards (also refer to the Design Analysis, section: Building Classification / Use and occupancy classification.

Civil work and Landscaping Laydown area The DB Contractor needs to coordinate the exact access location to the installation and the laydown area for construction material with the awarding authority. The locations will be defined by the awarding authority and the Romanian Ministry of Defense. It is assumed that any entry point to the installation will not result in additional cost to the contract. See below to proposed options:

Site development Due to Romanian permitting constraints, the Topographical Survey may only have preliminary status at this stage; the Contractor is required to attain a Final Topographical Survey during further design and to verify the results of the Preliminary Topographical Survey.

Following an assessment aided by Profile Elevations on Google Earth route tools, the site and its surroundings is situated at approx. 250m to the West of the Runway having a lower elevation difference of 4m than the Runway, see pictures 01.

Picture 01: Fuel area profile, to be read from West to East (from existing railway to existing runway)

· Fuel Storage Facility - The proposed site includes approximately 7121sqm located north of the Romanian Military Fuel Farm on the west side of the airfield at approximate latitude 44°22'6.52"N and longitude 28°29'4.34"E.

· Fuel Truck Parking Area - The proposed site includes approximately 6667sqm situated in the south of the Fuel Storage Facility assuring direct connection with this and providing easy access to the Apron via the access road.

· As stated in Section 1.3, USAREUR direction indicates the site will be cleared and prepared to the point of rough grading by the Romanian government in advance of construction. Anticipated actions and associated cost will be for necessary excavation, compaction, fine grading, utility connections, and installation of vapor barriers.

Unless otherwise directed by Service Headquarters, the Contractor should provide security fencing around all petroleum facilities to ensure safety and inhibit sabotage, theft, vandalism, or entry by unauthorized persons. Install a 7-foot (2.1 m) fabric height fence of chain-link type with three-strand barbed wire outriggers on top or its equivalent. Ensure fencing, gates, and associated clearance requirements are in accordance with UFC 4-022-03 or UFC 4-020- 03FA.

All disturbed unpaved areas shall be seeded with native grass. Planting shall be completed in the appropriate season, potentially necessitating the contractor to return after project completion for watering and erosion-control maintenance. Erosion-control measures shall remain in place until vegetation is established.

The following assumptions have impact on each of the project objectives and costs estimates.

Pavement

FSC-1: Fuel Containment System

FSC-2: Aircraft Fuel Truck Loading Facility

882.94

882.94

FSC-3: Fueling/POL Support Building

77.00

77.00

8,029.00

FSC-1: Fuel Containment System - Fuel Tanks Storage, 2x1.893M Liters The fuel storage facility will have two 16.2-meter-(53-foot-) diameter, 12.2-meter- (40-foot-) tall, 500,000-gallon bulk storage tanks and will accommodate two off-load points and two fill stands. The bulk storage tanks are centered within a spill containment system. The spill containment systems consist of 1.8-meter- (6-foot-) deep concrete diked enclosures for each bulk storage tank, which will require excavation and removal of soil from the prepared site.

The enclosures will resist and contain the full hydrostatic load when filled to capacity and will be sloped to carry drainage away from the bulk storage tanks. The diked enclosures and bulk storage tank installation will conform to the most stringent applicable regulations. All concrete will be cast-in-place PCC, reinforced as required, finished, and cured as necessary.

FSC-2: Aircraft Fuel Truck Loading Facility The fuel storage facility is provided with a fuel truck loading pad from concrete with two positions to off-load daily fuel requirements.

Each truck off-loading position consists of an impermeable retention and controlled drainage system leading to a concrete remote spill containment system. The egress and entrance routes are designed large enough to allow both trucks and emergency vehicles to leave and enter the facility simultaneously.

For off-loading tank trucks, the flow of traffic is designed to permit continuous forward movement of trucks at all times.

A canopy will be provided to prevent rain from entering the containment area. A canopy will be provided to prevent rain from entering the containment area. The canopy is composed of 5 identical structural units combined to cover the desired area. This repetitive element consists of a central, rectangular, 5.0m high column that supports a square roof of 100m², the structure measuring a total of 7.5m in height (as described in the structural part of this analysis). The roofing of this strucutural module consists of 4 opaque, metallic sandwich panel quarters .This singular element will be referred to as “umbrella” column throughout this design; it is multiplied to create a covered, protected space for the fuel truck loading area, as it appears in drawing C002.

The main advantage of this approach is that the modularity of the construction allows for the useable area to be easily extended or reduced if needed; additional structural elements can be added or relocated and reused in a possibly new location.

For constructive details, please refer to section 3 of this document as well as to drawings S001-S005.

FSC-3: Fueling/POL Support Building The fueling operations building will be located at minimum 15m from the refueler off-load positions and should be designed in accordance with UFC 1-200-01 General Requirements and UFC 3-600-01 for fire protection.

FSC-4:Fuel Truck Parking Area The fuel truck parking area will be provided with a rigid pavement from concrete with 16 parking positions that are designed large enough to allow safe maneuvering.

All other movement areas of the trucks will be provided with a flexible pavement from asphalt.

Pavement Design The pavement concept of Fuel Storage Area was chosen considering the recommendations and restrictions from UFC 3-460-01 Design: Petroleum Fuel Facilities.

Axle load of 11.5 tons will be standard.

The road pavement systems were chosen as a flexible type for all movement area of the tankers and a rigid type for the tankers filling stands and parking (concrete slabs jointed with longitudinal and traverse joints).

The pavement shall be designed in accordance with Romanian standards NP 081-2002 “Design of rigid pavements norm” and verified with STAS 1709-1/1990, STAS 1709-2/1990, STAS 1709-3/1990 and UFC 3-250-01FA Pavement design for roads, streets, walks, and open storage areas.

US Army in Europe Pamphlet 420-100 provides standards for FOS and cooperative security location (CSL) facilities in USAREUR contingency areas. This pamphlet provides guidance for planning and developing FOSs that support associated missions according to Joint Publication (JP) 4-04. This pamphlet also addresses FOS development planning for the orderly and efficient management and development of land, facilities, and infrastructure to support the mission.

With reference to pavement and storm water design the following construction standards apply:

· UFC 3-230-06A Subsurface Drainage (16 January 2004)

· UFC 3-250-01FA Pavement design for roads, streets, walks, and open storage areas

· UFC 3-250-03 Standard Practice Manual for Flexible Pavements (15 May 2001)

· UFC 3-250-04FA Standard Practice for Concrete Pavements (16 January 2004)

· Technical Guidance on Implementing the Storm water Runoff Requirements for Federal Projects under Section 438 of the Energy Independence and Security Act

Rigid pavement design for truck filling stands and truck parking:

Based on previous experience on Romania infrastructure projects including an Apron platform for the Civil Airport Mihail Kogălniceanu at the same location as the present project, we propose to consider the following pavement system option:

· 10in/25cm - PCC surface course, with flexural strength =4.5MPa(650psi);

· Polyethylene film, to prevent the flowing of grout;

· 2cm natural aggregates, sand 0-4mm;

· 6in/15cm natural aggregates stabilized with cement – Base course;

· 11.8in/30cm Unbound Crushed Stone – Subbase course;

· 4in + 4in /20cm capping layer of non-cohesive materials – Drainage + Separation layer;

· Subgrade layer k=35 kPa/mm k= 129pci Note: Refer to calculus from doc. MK_C_SOW-D_C-Calc.

Flexible pavement design for truck parking:

Based on previous experience on Romania infrastructure projects including an Apron platform for the Civil Airport Mihail Kogălniceanu at the same location as the present project, we propose to consider the following pavement system option:

· 5 cm asphalt wearing course of 50 blow Marshall mix, type MASF16;

· 5 cm asphalt binder course, type BAD25

· 6cm asphalt base course, type AB2

· 30 cm natural aggregates stabilized with cement

· 30 cm crushed stone, best mix

· 20 cm capping layer of non-cohesive materials

Note: Refer to calculus from doc. MK_C_SOW-D_C-Calc.

The pavement was designed in accordance with Romanian norms NP 081-2002 “Design of rigid pavements norm” and verified with STAS 1709-1/1990, STAS 1709-2/1990 and STAS 1709-3/1990.

PCASE

Traffic circulation plan A traffic circulation plan was prepared to optimize the layout of the plot. Possible areas to reduce pavement were identified; this will help to improve the environmental footprint of the project and will also reduce cost.

Joints In order to avoid the appearance of fissures and cracks due to temperature and humidity variations, to unequal settlements, and for construction necessities, cement concrete pavements are executed with longitudinal and transverse joints that divide them into slabs.

We recommend the slabs to be divided in rectangle shapes, with size 5 per 5m.

Both longitudinal and cross joints can be of the following types:

· contact joints

· expansion joints

· contraction joints Cross contact joints shall be executed on the entire slab width and thickness, when concrete placement is interrupted either at the end of a work day, or for accidental reasons (heavy rain, plants going out of order, discontinuity in the concrete supply, etc.)

Longitudinal contact joints shall be executed between the concrete strips over the whole pavement thickness, being provided with structural steel anchors with 16 mm diameter and 800 mm length placed at half of the slab thickness and 1,00 m intervals.

Cross expansion joints shall be executed on whole pavement width and thickness, at intervals of approx. 50 m on the concrete strip length, square to perpendicular strip axis, in a continuous line, over the whole pavement width.

The longitudinal expansion joints shall be executed at platforms, when the pavement has a width over 50 m, at approximate half-width of the pavement, in place of a contact joint.

Contraction joints are surface joints that divide the concrete only in the upper side of the pavement. So, by reducing the slab section, further cracking is assured at the joint level and not elsewhere.

Cross contraction joints shall be executed in a continuous line, at distances of 4…6 m and on a depth of 1/4…1/5 out of the pavement slab. Hardened concrete cutting shall be executed as soon as the concrete allows such operation, within 6…24 hours after concrete placement. There should be a sufficient number of cutters so as to assure cutting within max. 8 hours of all the joints of a concrete strip placed during a shift.

Longitudinal contraction joints shall be executed in case the width of the placed concrete strip exceeds 5.0 m and they shall be placed in the strip axis.

Longitudinal contraction joints shall be executed by cutting the hardened concrete, having the same sizes as the transverse contraction joints. Longitudinal contraction joints shall be cut after completion of all transverse contraction joints.

Dowels are used to provide load transfer at joints and to prevent vertical displacement of adjacent slabs. Dowels must withstand the shear produced by loads over the structure. The length of the dowels and the distance between them must be sized so that the forces exerted on concrete do not cause degradation in the concrete slab. The table below shows the dimensions of the dowels and the distance between them, for different thickness of slabs:

DIMENSIONS AND DISTANCES BETWEEN DOWELS

Note: The values used are highlighted.

The gradients should be Minimum 1%, maximum 1.5%. Shoulders may have increased gradients to meet drainage conditions.

US Army in Europe Pamphlet 420-100 provides standards for FOS and cooperative security location (CSL) facilities in USAREUR contingency areas. This pamphlet provides guidance for planning and developing FOSs that support associated missions according to Joint Publication (JP) 4-04. This pamphlet also addresses FOS development planning for the orderly and efficient management and development of land, facilities, and infrastructure to support the mission.

Direction from USAREUR indicated facility construction will be classified as permanent. Often, applicable material types associated with permanent construction are similar to those used for semi-permanent construction.

Marking and signs The DB Contractor is to provide and consider in cost markings and signs for all paved surfaces which serve as designated pathways in conformity with all regulation and standards applicable for this type of facilities. Guidance can be found in SR EN 1848-7/2004, STAS 1848/1,2,3 -2011, SR ENV 13459/3 and UFC 3-250-18FA.

Water infrastructure Storm water The storm water network for this objective is made from PP CORRUGATED SN16 pipes DN 600 mm and manholes for storm water.

The drainage pipe is DN 110 HDPE PERFORATED and designated gullies placed every 25 m along the drain pipe. An additional of PP CORRUGATED SN16 DN 200 pipe is required for discharge of the designated gullies.

F900 class resistance covers and frames shall be provided for the manholes.

The storm water from the fuel tank platform will pass through an oil/water separator and from there into the storm network.

Two oil/water separators are designed for all the storm water collected from the Fuel Storage Area.

The rainwater calculations were made in accordance with the Romanian norms STAS 9470-73 “Normativ pentru dimensionarea ploii maxime, intensitatii, durate si frecvente”.

The minimum gradient for longitudinal drains is 0,30% with a diameter of Ø110mm, planned in accordance with STAS…